CN101389516B - 用于操作混合动力车辆的方法 - Google Patents

用于操作混合动力车辆的方法 Download PDF

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CN101389516B
CN101389516B CN2007800066079A CN200780006607A CN101389516B CN 101389516 B CN101389516 B CN 101389516B CN 2007800066079 A CN2007800066079 A CN 2007800066079A CN 200780006607 A CN200780006607 A CN 200780006607A CN 101389516 B CN101389516 B CN 101389516B
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combustion engine
moment
towing astern
schub
ideal torque
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CN101389516A (zh
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J·-W·法尔肯斯坦
T·休伯
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Robert Bosch GmbH
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    • B60—VEHICLES IN GENERAL
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60L2240/00—Control parameters of input or output; Target parameters
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    • B60L2240/52—Drive Train control parameters related to converters
    • B60L2240/525—Temperature of converter or components thereof
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Abstract

本发明涉及一种用于操作带有混合驱动装置(10)的车辆的方法，其中，该混合驱动装置(10)具有内燃机(11)及至少一个电机(12)作为驱动装置，并且，这些驱动装置协同作用。为了实现负的传动系理论力矩(M_soll)，通过该电机(12)来提供该负的传动系理论力矩(M_soll)而尽可能地操作所述内燃机(11)使其在倒拖运行之外。

Description

用于操作混合动力车辆的方法
背景技术
本发明涉及一种根据权利要求1的前序部分所述的用于操作混合动力车辆的方法。
混合动力车辆技术是已知的。文件DE10203760A1公开了一种用于调节混合动力车辆的理论运行状态的方法，在该混合动力车辆中，内燃机与两个电机可操作地连接。
在这样的混合动力车辆中，由内燃发动机、一个或多个电机、(或许还包括)液压制动器，共同来产生车辆减速所必须的负的驱动力矩。在此的目标是，尽可能少地使用液压制动器而通过内燃发动机与一个或多个电机的组合来供应该负的驱动力矩的主要部分。在后文中，把由内燃发动机与电机的组合所供应的部分称作传动系力矩。电机所供应的部分被用于电能的产生，该电能储存于电池中。此外，在已知的混合动力车辆中还将抑制内燃发动机中的燃油喷射，以节省燃油(倒拖运行(Schubantrieb))。在这种情况下，该内燃发动机用其拖曳力矩来为该负的传动系力矩作贡献。
本发明优点
在根据本发明的、用于操作带有混合驱动装置的车辆的方法中，为实现负的传动系理论力矩，通过电机来提供该负的传动系理论力矩并操作该内燃机使其尽可能地在其倒拖运行之外。由此，在车辆减速时，能尤其高效地产生电能。
内燃发动机的倒拖运行被尽可能地避免。有利的是，由此可以在混合动力车辆中实现能量优化、排放优化且舒适性优化的负传动系力矩的转变。通过避免倒拖运行和避免倒拖运行与燃烧运行之间的交替，可以避免下面所列举的一系列的缺点：
-在燃烧运行和倒拖运行之间切换的时候，在内燃发动机的曲轴上会发生力矩突变。这对行驶舒适性产生负面的影响。
-在内燃发动机的倒拖运行中，吸入的空气会到达排气***。在三元催化器中空气中的氧增加，因而必须在下一个发生的喷油过程中通过燃油加浓来对此进行补偿，以避免所不希望的NOx排放。此外，所吸入空气的供给还会使得催化器温度变低。
-与燃烧运行相比，在内燃发动机的倒拖运行中，向(可能存在的)废气涡轮所输送的废气焓流比较小。由此，当从倒拖运行中离开而应进行加速的时候，该废气涡轮的响应特性会变差。
-在SRE奥托发动机中，从燃烧运行到倒拖运行的过渡中，缸壁油膜(Wandfilm)的分解会通过燃油的不完全燃烧而导致较高的HC未处理排放。
-在SRE奥托发动机中，从倒拖运行到燃烧运行的过渡中，缸壁油膜的建立会导致短时间的升高的燃油消耗。伴随缸壁油膜的建立会出现较差的瞬时的过量空气系数预调(Lambdavorsteuerung)特性。
-在倒拖运行中，作用于传动系上的内燃发动机拖曳力矩将无法再供电机作产生电能之用。
然而，如果必须进行倒拖运行，则优选地使该内燃发动机尽可能久地维持倒拖运行，以避免倒拖运行和燃烧运行之间的频繁的切换。在此，可在有利的方法步骤中，根据来自于废气后处理***的需求——如为了避免催化器的冷却，来限制该倒拖运行的最长持续时间。
在另一个有利的方法步骤中，在从倒拖运行到点火运行的过渡中，内燃机所给出的力矩的变化将通过电机的力矩而得到补偿。在倒拖运行和燃烧运行之间的过渡过程中，所给出的内燃机力矩的变化可以通过对电机的合适调整，在其对传动系力矩上所产生的影响上进行尽可能好的补偿。
在另一个有利的方法步骤中，将所需求的传动系理论力矩与换算过的(skalierte)最小可能电机力矩相比较，以生成内燃机的倒拖运行需求。
在此，当该比较值低于第一界限时，生成倒拖运行需求。优选地，该倒拖运行需求尽可能久地保持不变，直至该比较值高于第二界限为止。
若不存在倒拖运行需求，则可优选地向内燃机输出第一理论力矩，该第一理论力矩是从预给力矩与点火运行时内燃机的最小可能力矩中进行最大值选择而得出的，其中该预给力矩与所需求的传动系理论力矩有关。
如果存在倒拖运行需求，则可向该内燃机输出第二理论力矩，该第二理论力矩相应于当前转速下该内燃机的拖曳力矩。
优选地将第一理论力矩和第二理论力矩之间的过渡构造成坡状。
有利的是，在内燃机和电机的力矩调整中动态性能不同的情况下，在控制时进行补偿。
附图
本发明的其它实施例、方面和优点独立于其在权利要求中的概括而存在，而并不对后续根据附图中所示的本发明的实施例的普遍性产生限制。
其中：
图1示意性地显示了并联式混合动力车辆的动力***(Triebstrang)；
图2显示了倒拖运行需求生成的示意图；
图3显示了倒拖运行需求转变的示意图；而
图4a和图4b显示了倒拖运行需求的时间进程，其中
图4a显示了依赖于时间的力矩变化过程，而
图4b显示了用于倒拖运行需求的布尔值的依赖于时间的变化过程。
实施例描述
该种形式的混合驱动装置的结构和工作原理是众所周知的，所以在当前描述的范围内不对此作详细说明。
图1示意性地显示了并联式混合动力传动系10作为本发明的实施示例，其中描述了由内燃机11和电机12所形成的转变。
在传动系10中，按照式子M_drivetrain＝M_ice+M_mg，由内燃机11的力矩M_ice与电机12的力矩M_mg的相加得出传动系力矩M_drivetrain。
有：M_soll＝M_ice_soll+M_mg_soll
为生成内燃机11的倒拖运行需求，将所需求的传动系理论力矩M_soll与最小可能电机力矩M_mg_min乘以可应用系数(applizierbarWert)K_mg后所得的乘积相比较。在此，该最小可能电机力矩M_mg_min要考虑到该电机的运行状态，如不同的电压、不同的电流、转速、车载电网和能源储存器尤其是电池的温度和/或状态，例如，耗电器件当前的功率需求，电池荷电状态和电池温度等。
例如，在较低的电池荷电状态下，最小可能电机力矩M_mg_min是绝对值较大的负数，由此该电机12在发电运行中允许产生较高的充电功率。在较高的电池荷电状态或不利的较高的电池温度下，M_mg_min将被提高(朝着零力矩的方向)，由此会限制充电功率。
若该差值低于界限值S1，则生成倒拖运行需求B_schub。该倒拖运行需求尽可能久地保持不变，直至该待比较的差值高于界限值S2为止。这些显示于图2中。
在此，该界限S1的界限值和界限S2的界限值依赖于理论力矩M_soll、当前转速、点火运行中最优点火角效率下内燃机11的最小力矩和最差点火角效率情况下内燃机11的最小力矩、内燃机11的拖曳力矩、催化转化器温度和内燃机11当前给出的力矩。例如，界限值可以这样设定，点火运行中最差可能点火角效率下的最小可能内燃机力矩作为界限S1，而点火运行中最优点火角效率下的最小可能内燃机力矩作为界限S2。
图3描述了在用于内燃机11和电机12的理论力矩中的倒拖运行需求B_schub的转变。若不存在倒拖运行需求，也就是说B_schub＝false，则向内燃机输出理论力矩M_ice_soll，该理论力矩M_ice_soll是从预给力矩M_ice_vorgabe_normal和点火运行时内燃机的最小可能力矩M_ice_min_verb两者中，进行最大值选择而得出的，该预给力矩M_ice_vorgabe_normal依赖于所需求理论力矩M_soll，而该点火运行时内燃机的最小可能力矩M_ice_min_verb可能考虑点火角效率的影响，也可能不考虑点火角效率的影响。从而，该内燃机11就可以以近似的方式来转变该所需求的理论力矩M_soll。
在激活了的倒拖运行需求的情况下，也就是说当B_schub＝true时，将向该内燃机11递交如下理论力矩M_ice_soll＝M_ice_vorgabe_schub，该理论力矩相应于内燃机在当前转速下的拖曳力矩。从而将该内燃机11引导至倒拖运行，而该内燃机11的实际力矩相应于该力矩预给值。
从而，可以根据关系式M_mg_soll＝M_soll-M_ice_soll得到电机12的理论力矩。
当该内燃机11转变其理论力矩M_ice_soll而该电机12能够迅速地调节其理论力矩M_mg_soll时，则通过这种调整来对从点火运行到倒拖运行的过渡中的力矩突变进行优化补偿。
此外有利的是，将M_ice_soll＝MAX(M_ice_vorgabe_normal，M_ice_min_verbr.)(也就是，在M_ice_vorgabe_normal和M_ice_min_verbr.之间进行最大值选择)和M_ice_soll＝M_ice_vorgabe_schub之间的过渡形成为坡状。通过内燃机11的点火角的滞后和/或单缸停缸，则内燃机11的实际转矩M_ice近似地同样呈坡状地跟随该坡状的理论力矩M_ice_soll。
此外有利的是，在内燃机及电机的力矩调整中不同动态性能的情况下，在控制时进行补偿，该补偿可例如地通过如下方式进行，即，将内燃机11的理论力矩M_ice_soll中的该坡状过渡相对于电机理论力矩M_mg_soll中的相应的过渡进行时间上的偏移。如果相对于内燃机11的力矩调整而言，进行电机12的力矩调整时带有更大的迟滞，则该控制将预给成，使M_mg_soll的坡状过渡在时间上位于M_ice_soll的相应的过渡之前。该时间上的偏移量将根据力矩调整中的动态性能的差异而确定。
例如，从图4a中可以看出内燃机11的理论力矩和电机12的理论力矩随时间t的变化。上面的曲线显示了M_ice_soll的变化过程，下面的两条曲线显示了M_soll和M_mg_soll的变化过程。
M_ice_soll以线性的下降开始，并从t＝5起保持几乎恒定，除了在15＜t＜25内的阶梯状的下降和回升以外。M_mg_soll开始时是恒定的，从t＝5的时候开始成线性的、V形的变化，其最小值大约位于t＝21处，该变化过程在15＜t＜25的相同区域内呈阶梯式的提升。M_soll显示出单调的下降和回升，带有位于t＝21处的最小值。
在该图的下面部分(图4b)中，除了画出在假定的理论力矩变化过程M_soll下的B_schub的变化过程以外，还画出了在该相同理论力矩变化过程下，该倒拖运行的、到目前已实现的部分B_schub_bisher。可以看出，该倒拖运行的持续期明显地缩小到了位于15＜t＜25之间的相应区域内。

Claims (11)

1.一种用于操作带有混合驱动装置(10)的车辆的方法，其中，所述混合驱动装置(10)具有内燃机(11)及至少一个电机(12)作为驱动装置，并且所述驱动装置协同作用，其中为了实现负的传动系理论力矩(M_soll)，所述负的传动系理论力矩(M_soll)由所述电机(12)来提供，而所述内燃机(11)尽可能地运行在其倒拖运行之外，其中然而如果需要倒拖运行，就将所述负的传动系理论力矩(M_soll)与换算过的最小可能的电机力矩(M_mg_min)相比较，以生成所述内燃机(11)的倒拖运行需求(B_schub)，其特征在于，当所述负的传动系理论力矩(M_soll)与换算过的最小可能的电机力矩(M_mg_min)相比较时的差值低于第一界限(S1)时，生成倒拖运行需求(B_schub)。
2.根据权利要求1所述的方法，其特征在于，如果必须引入所述倒拖运行，则尽可能长时间地维持所述倒拖运行。
3.根据权利要求2所述的方法，其特征在于，根据来自于废气后处理***的需求来限制所述倒拖运行的最大持续时间。
4.根据前述权利要求中任一项所述的方法，其特征在于，在倒拖运行和点火运行之间的过渡中，通过所述电机(12)的力矩(M_mg)对所给出的、所述内燃机(11)的力矩(M_ice)的改变进行补偿。
5.根据权利要求1所述的方法，其特征在于，所述倒拖运行需求(B_schub)保持不变，直至所述差值高于第二界限(S2)为止。
6.根据权利要求1至3中任一项所述的方法，其特征在于，若不存在所述倒拖运行需求(B_schub)，则向所述内燃机(11)输出第一理论力矩，该第一理论力矩选自于依赖于所述负的传动系理论力矩(M_soll)的预给力矩(M_ice_vorgabe_normal)和点火运行时所述内燃机(11)的最小可能力矩(M_ice_min_verb)中的最大值。
7.根据权利要求1至3中任一项所述的方法，其特征在于，如果存在所述倒拖运行需求(B_schub)，则向所述内燃机输出第二理论力矩(M_ice_vorgabe_schub)，该第二理论力矩(M_ice_vorgabe_schub)相应于当前转速下的所述内燃机(11)的拖曳力矩。
8.根据权利要求6所述的方法，其特征在于，如果存在所述倒拖运行需求(B_schub)，则向所述内燃机输出第二理论力矩(M_ice_vorgabe_schub)，该第二理论力矩(M_ice_vorgabe_schub)相应于当前转速下的所述内燃机(11)的拖曳力矩，其中将所述第一理论力矩和所述第二理论力矩(M_ice_vorgabe_schub)之间的至少一个过渡构造成斜坡状。
9.根据权利要求1至3中任一项所述的方法，其特征在于，在所述内燃机(11)的力矩调整和所述电机(12)的力矩调整中，在存在不同的动态性能的情况下，在控制中进行补偿。
10.根据权利要求5所述的方法，其特征在于，将所述负的传动系理论力矩(M_soll)，与所述最小可能的电机力矩(M_mg_min)乘以可应用系数(K_mg)后所得的乘积相比较，而差值与第一界限(S1)和第二界限(S2)相比较。
11.根据权利要求10所述的方法，其特征在于，所述第一界限(S1)和第二界限(S2)依赖于当前转速、和/或点火运行中最优点火角效率下及/或最差点火角效率下的所述内燃机(11)的最小力矩、和/或所述内燃机(11)的拖曳力矩、和/或催化转化器的温度、和/或所述内燃机(11)当前所给出的力矩。
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