CN102177359B - 机动车的动力***装置中的分离离合器的调整方法及动力***装置 - Google Patents
机动车的动力***装置中的分离离合器的调整方法及动力***装置 Download PDFInfo
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Abstract
本发明涉及机动车的动力***装置中的分离离合器的调整方法,其中动力***装置具有电机、内燃机以及带有液压的转矩变换器与锁止离合器的自动变速箱,并且所述分离离合器位于电机与内燃机之间,而且在利用电机对机动车进行驱动期间所述内燃机由所述电机启动,所述方法包括步骤:在时间间隔t4,5中,所述分离离合器以滑差运行方式运行,以便发动所述内燃机,在所述时间间隔t4,5中,计算出所述电机的期望的转速变化,将通过计算期望的转速变化与实际出现的转速变化进行比较得出偏差,并且应用确定出的偏差调整所述分离离合器。此外,本发明还涉及一种相应的动力***装置(1)。
Description
技术领域
本发明涉及一种机动车动力***装置中之分离离合器的调整方法,其中,动力***装置具有电机、内燃机以及带有液压的转矩变换器与锁止离合器的自动变速箱。另外,本发明还涉及一种相应的动力***装置。
背景技术
具有构造成混合驱动装置的电机和内燃机,并且为在运行中能够将电机与内燃机相互分离开或互相联接而在电机与内燃机之间设置有分离离合器,且在电机之后还具有带有液压的转矩变换器与锁止离合器的自动变速箱的机动车动力***装置在原理上是公知的。对于这种动力***装置,在它以电机运行的时候,本身并无启动器的内燃机可由电机来启动。上述结构在分离离合器打开时,能够利用电机作为驱动装置而实现电力行驶。在功率需求增大或者蓄电池电量下降时,为进行充电和/或对电机提供支持,必须要启动内燃机。这种启动这样实现的:在电机持续运转的状态下将内燃机耦合到动力***装置中,从而利用电机来驱动内燃机,直至后者凭借其自身力量运转。通过电机启动内燃机必须确保不会对导致动力***产生干扰,特别是要确保不会引起驾驶员能感觉到的力矩或动量变化。此时,需要启动的内燃机与作为启动器并正处于运行状态的电机之间的分离离合器应当闭合到这样的程度,即令其以限定的滑差力矩(Schlupfmoment)相啮合。这样,内燃机将被加速,直至它达到与电机大致相当的转速为止。为此所需的额外力矩须由电机提供。这一点在电机拥有充足的功率储备和力矩储备,且有关接合力矩的信息能够精确、可靠地再现时是可以相当容易地实现的。由于此种缘故,因此在电机仅以用于启动内燃机所需之额外力矩运转时,只能进行不完全的运行控制。有关接合力矩的信息,就其数值以及时间变化趋势(离合器的磨损状况)而言是不精确的,其在一个运行周期内就可能发生显著变化。为消除此种误差源(Fehlerquelle),在内燃机启动期间需对电机的转速施以额外作用。为此,在内燃机启动过程开始时需打开转矩变换器的锁止离合器。这样,在转矩变换器上会出现滑差,此时,随后的动力***期望拥有的、没有变化的转速必须通过滑差转速(Schlupfdrehzahl)来维持。在这种情况下,上述滑差是要被传递之驱动力矩的函数。但是,如果电机的先导接合力矩(即期望的、作为运行控制之基础的接合力矩)与分离离合器上的实际接合力矩明显不同,也就是说如果在期望值与实际给出值之间存在不可忽略的误差,那么,即便电机的相应转速通常能够被非常可靠、容易地测得和调节,电机的转速调节器也无法足够快速地消除这种误差的,这是因为分离离合器的耦合及内燃机的启动过程是以极快且动态变化的方式进行的。
发明内容
因此,本发明的目的在于提供一种方法,该方法用于获取分离离合器上的实际接合力矩的精确度,并能够对分离离合器的运行控制实施调节以影响其期望的接合力矩,从而可使运行控制不会产生驾驶员可感觉到的、意料之外的动量或力矩变化。
为此,本发明提出一种对机动车动力***装置中的分离离合器进行调整的方法,在这里,所述动力***装置具有电机、内燃机以及带有液压的转矩变换器与锁止离合器的自动变速箱,而且所述分离离合器位于电机与内燃机之间,而且,在利用电机驱动机动车期间内燃机由该电机来启动。设计了如下步骤:
-在时间间隔t4,5中,分离离合器以滑差方式运行,以便发动内燃机,
-在该时间间隔t4,5中,计算出电机的期望的转速变化,
-将通过所述计算期望的转速变化与实际出现的转速变化进行比较得出偏差,并且
-应用确定出的偏差调整分离离合器。
因此,为在发动内燃机时对分离离合器实施运行控制,分离离合器需以滑差方式运行,这时,期望的电机转速变化由预先确定的、已知参数计算得出,这些参数可通过动力***的构造得知。由于处在滑差运转中,为了能够以继续稳定不变的方式驱动机动车,并能够同时加速内燃机,直至其启动,电机的转速必须要增大。测量实际出现的转速变化,并将测得的值与通过计算得到的期望的转速变化进行比较。如果存在偏差,那么可以认为该偏差是由离合器参数所导致的,因此,该偏差可被用于运行控制,即用于对分离离合器的运行控制进行调整。
在一种方法设计方案中,对于期望的转速差异的计算而言将电机的转矩MEIM、配设于转矩变换器的锁止离合器的转矩MLC、转矩变换器的转矩MWandler以及分离离合器的转矩MK1考虑在内。电机的转矩可以相当精确且简单的方式确定,其最终仅作为参考转矩以用于比较。转矩变换器的转矩是通过例如简单特性模型(Verhaltensmodell)来模拟的。一般而言,在内燃机启动期间最好只出现小转速差异,这样,转矩变换器的影响不至于过大,这样,简单模型就可满足需要。
在一种方法设计方案中,在t1至t2时间点上测得对于确定冲量平衡是必不可少的变换器锁止离合器的转矩MLC,办法是,变换器锁止离合器以滑差运行并且将所测得的值要利用在此间观测到的电机的转速的动态特性优选按照如下关系式进行修正:
MLC=MEIMt1-MDynamikkorrektur+MMittelwertänderung elektrischer Maschine。
在一种优选的方法设计方案中,采用下列关系式来计算期望的转速变化,其中,转速变化与角速度变化对应:
。
该关系式的分子是角动量变化值。在力矩变化开始积分的时刻t4,分离离合器稳定在一静止值上,而内燃机开始一起运转并加速。在积分终止的时刻t5,内燃机已大致达到电机的转速,而滑差则刚好还存在。在t4与t5之间的时间间隔内,可通过预先确定的公式计算动量平衡。在更早的时刻,例如在位于内燃机与电机之间的分离离合器获得为启动电机必需的转矩的这一时刻进行计算,则可能会由于变化的速度大而产生误差,尤其是在输入参数的相位不正确,以及由于控制区网络总线的使用寿命出现不利情况而使得在其传输的相应数据不正确的时候。由于上述理由,因此在控制器中不能进行连续积分时,在此种控制器的计算栅格(Rechenraster)中,可通过如下方式的求和来计算公式:
速度的变化Δω在这里是期望的转速变化,而(分母中的)J是动力***的惯性矩。动力***的惯性矩J是设计时预先确定的,在这种情况下,它可被看作常数,因为它在动力***的整个使用寿命期间是不变或者其改变是可以忽略的。因此,求积分是通过重复地求和来实现的。在这些关系式中,电机的转矩MEIM是驱动力矩,因此是正的,变换器锁止离合器的转矩MLC是制动力矩,因此是负的,转矩变换器的转矩MWandler同样是制动力矩,因而也是负的,而分离离合器的转矩MK1同样是制动力矩,所以也是负的。因此,所有力矩的和是在考虑有效方向的情况下求得的。如果和等于零,那么电机的转速将保持不变。如果和不等于零,那么电机将加速或减速。这种计算描述了上面提到的从t4到t5之间的时间间隔中的期望值。如果这一关系式的全部参量都正确,那么转速实际上处于这样的情况,即,在t4、t5之间间隔中测得的相应转速与之前计算出的转速没有偏差。如果之前算得的值(转速变化的期望值)与实际测得的值之间并非充分一致,那么就推断误差是由分离离合器所导致的。这样,分离离合器的相应特征线需要为内燃机下一次启动作改变,从而使误差在下次启动时变得更小,优选等于零。例如,基于在t4、t5之间的时间间隔中进行的转速测量测得的实际转速要比计算得到的期望的转速变化所预测的下降得更多。那么在这种情况下,分离离合器提供了过大的力矩,现在需要在其运行控制中,即在它的滑差及闭合状态中加以改变,从而使它在同样的需求下提供较小的力矩。这种调整只有在内燃机启动时,在动力***的运行控制中没有出现诸如转速梯度高、变速快、转速极高或极低等极端边界条件的情况下才有意义。这种调整仅在下述情况下实施,即,内燃机启动是在转矩变换器的锁止离合器闭合时开始的。
在一种方法设计方案中,实际的转速变化是借助于转速传感器并且/或者从电机的电气参数中确定的。实际的转速变化可以借助已知种类与形式的转速传感器来确定,或者,其也可以间接地通过电机的电气参数,尤其是通过电压和电流消耗来确定。
在一种优选的方法设计方案中是这样设计的,即,分离离合器具有特征线,并且为对分离离合器实施调整而将所述特征线加以改变。这里,为实施运行控制,特征线被存储在例如控制装置,特别是存储在机动车的控制器中,并且能够在进行运行控制时加以调用。在这样的特征线和/或这种特性曲线族中能够描述分离离合器的全部运行特征。为对分离离合器进行调整,即在确定实际上比之前算得的转速变化更高或更低的转速变化时,需要改变分离离合器的特征线,并且,在随后利用电机启动内燃机的过程中调用改变后的特征线来实施运行控制。通过这种方式尤其可将分离离合器和/或动力***其它部件的老化过程考虑在内,只要这种老化过程表现在分离离合器的行为中和/或能够通过对分离离合器实施运行控制进行校正。通过这种方式,在动力***及其部件的整个使用寿命期间,在行驶中通过电机启动内燃机时,可以为驾驶员提供尽可能舒适的、没有干扰的动力装置运行控制。
在一方法设计方案中,特征线是由分离离合器的接合路径以及所传递的分离离合器的滑差力矩决定的。因此,特征线反映了“打开”状态与“闭合”状态之间的离合器路径以及在“打开”状态与“闭合”状态之间的各个不同状态中存在相应滑差力矩。
此外,本发明还提出了一种机动车的动力***装置,其具有电机、内燃机以及带有液压的转矩变换器和锁止离合器的自动变速箱,其中分离离合器位于电机与内燃机之间,并且内燃机能够在利用电机对机动车进行驱动期间由电机来启动。设计了控制装置,其用于尤其按前述之任一或多项方法设计方案在内燃机启动期间对分离离合器和/或动力***装置实施运行控制。因此,该控制装置是设计用于对分离离合器和/或动力***装置进行运行控制的。
该控制装置优选是机动车的控制器的组成部件,尤其是集成在所述机动车的控制器中,或者被设计成在机动车的控制器中进行数据处理的软件应用程序。通过这种方式,可设计一种简单、集成、成本低廉的解决方案。
各从属权利要求及其组合给出了其他有利的实施例。
附图说明
下面,借助实施例对本发明进行详细阐述,但是,本发明并不限于此实施例。
其中:
图1示出了动力***装置,以及
图2示出了该动力***装置的转矩与转速简图。
具体实施方式
图1示出了混合动力装置(未示出)的动力***装置1,该动力***装置具有动力***2。动力***装置1具有内燃机3,该内燃机通过分离离合器4与电机5建立有效的力学联接。用于有效连接自动变速箱8的转矩变换器7的锁止离合器6连接在动力***2之电机5的后面,在动力***2中,用于将驱动力分配到驱动轮10上的差速器9连接在自动变速箱之后。电机5通过电缆11与作为电能存储器13的蓄电池12相连接。为对动力***装置1,特别是分离离合器4实施运行控制,设置有控制装置14,该控制装置优选附加在机动车(未示出)的控制器15上。通过动力***装置1,(未示出的)机动车可以借助于由蓄电池12供电的电机5以纯电力方式驱动,此时分离离合器4是打开的,就是说内燃机3与其余动力***2是脱开的;(未示出的)机动车也可以通过运行内燃机来驱动,此时,分离离合器4是闭合的,并且电机5被连接成发电机以便对蓄电池12进行充电。另外,例如在转矩需求很高并需要由内燃机3对电机提供支持的行驶状况下,也可以通过由电机5与内燃机3共同为动力***2施加动力的形式来运行。
内燃机3本身没有启动器,其使用内燃机5作为启动器。这可以在机动车停止状态下,也就是说在自动变速箱8不再啮合时(即处于P或N位置,特别是在内燃机3冷启动期间)实施。
但是,在(未示出的)机动车利用电机5驱动,特别是在控制器15确定出蓄电池12电量降低,因而为了对蓄电池重新充电需要将电机5作为发电机来运行,并需要通过内燃机3来驱动(未示出的)机动车以及电机5时,内燃机3也可以在机动车的行驶状态下启动。为此,分离离合器4需要闭合,这样就将加速内燃机3,直至它能够自行运转。此外,分离离合器4需被调节到一定的滑差力矩,因此它不是完全闭合,而是通过经调整的滑差来驱动内燃机3的。此时,内燃机3对电机5施加制动作用,因而为了在其余动力***2中维持转矩,特别是为了将转矩施加到驱动轮10之上,电机就必须提供更高的转矩,就是说,它必须以高于之前运行速度的转速来运行。为驱动,亦即为启动内燃机3所需的额外转矩是由电机5施加的。为了尽可能使驾驶员感觉不到在内燃机3启动期间的运行状况,特别是为了避免出现动量与转矩的突然变化,在内燃机3的启动过程中,需要对电机5的转速加以调节。为此,在启动过程开始时,需要打开位于电机与转矩变换器之间的锁止离合器6,从而使得转矩变换器6上能够产生滑差,这种滑差基于滑差转速来维持。该滑差是所传递的驱动转矩的函数。之所以需要该滑差,是因为电机经常没有余量可在当前运行状态下为内燃机3的启动提供转矩而又不致引起驾驶员的注意。电机5的转速能被精确测量,并可加以动态调节,因此原则上可以通过对分离离合器的滑差实行先导控制,并对电机5实行转速调节而获得良好的、驾驶员不会注意到的启动过程。之所以需要对电机转速加以调节的原因在于,有关分离离合器4接合力矩的信息对于分离离合器4的运行控制而言,不论是接合力矩的数值,还是接合力矩在分离离合器4的闭合过程中随时间变化的过程,由于它们都取决于分离离合器4的磨损状态以及运行条件,因此都不精确。经先导控制的接合力矩/经调节的电机5的转速与分离离合器4的实际转矩的一致性越精确,启动过程就越顺利。如果一致性弱,也就是说,在经先导控制的接合力矩/经先导控制的转速与实际的接合力矩之间存在大的误差,那么,由于分离离合器的啮合过程极具动态性,电机的转速调节器是不能足够快地消除这种误差的。因此就需要进行调整,通过调整,分离离合器4可以在实际接合力矩与经先导控制的接合力矩之间偏差方面实现运行控制。
在图2中,上部分图示出了转矩曲线M,下部分图示出了转速曲线n,其中,转矩M与转速描绘在纵坐标(Y轴)上,未示出的机动车在电力行驶状态下的内燃机3的重启过程的时延(参见图1)描绘在横坐标(X轴)上。下面对各个时间点进行说明:
t0:在利用电机5驱动的电力行驶状态下,开始内燃机3的(重新)启动过程(在图2中未示出的附图标记请参见图1)。在开始启动时,转矩变换器7的锁止离合器6被打开至其以滑差运行方式工作的程度。在剩余的启动时间进程中,锁止离合器7将一直保持在这种以滑差运行方式运行的状态中;
t1:通过电机5与转矩变换器7的涡轮转速之间的转速差异来确定转矩变换器7之锁止离合器6的滑差(因为锁止离合器6与转矩变换器7的涡轮不再固定相连,所以电机5的转速增大);
电机5转速的增加速度是通过多余转矩以及电机5和与电机5固定相连的部件的惯性矩确定的。为确定由锁止离合器实际传递的转矩,必须确定出电机5的转矩及其用于加速的份额;
t2:确定出电机5的相对于时刻t1的转速增量,并在考虑由动力***装置1的构造类型所决定的(并因而基本保持不变的)惯性矩的前提下,按照公式M=J·Δω/Δt进行换算,其中M是转矩,J是动力***2的部件的惯性矩,ω是角速度,t为时间。因为在确定转速增量期间,确切地说,基本上在测量期间,电机5的转矩有可能发生改变,所以,需要对电机5在t1至t2之间的时间间隔内的转矩相对于其在时刻t1的转矩值的变化求均值,并将该均值加到确定出转矩(参见前文)上。因此,运行在静止状态下的转矩变换器5的锁止离合器6的力矩可通过关系式MLC=MEIMt1-MDynamikkorrektur+MMittelwertänderung elektrischer Maschine获得;
t3:分离离合器4将赋予内燃机3启动所需的转矩,即其将以滑差运行方式运行;
t4:分离离合器4在一静态值上稳定,此时,内燃机3开始旋转并加速;
t5:内燃机3几乎达到电机5的转速,此时,在分离离合器4中刚好还存在滑差。
为对分离离合器4的运行进行调整,就像前文所述的那样,有利的是利用时刻t4与t5之间的时间间隔来计算角动量平衡。在t3之后立即进行这样的计算可能会因为那时输入参数仍有大的变化速度,尤其是输入参数的相位不正确而出现误差。
对于图2中的图表名称的说明:
MEIM:电机的转矩;
MLC:锁止离合器的力矩;
MWandler:转矩变换器7的力矩;
MK1:分离离合器4的力矩;
由此可得力矩平衡16。
在图2的下部分图中相应地示出了电机5的转速nElM,内燃机3的转速nBKM和转矩变换器7的转速nWandler各自与时间t的关系。
对于计算在t4与t5之间的、与角速度的变化相当的期望的转速变化,有如下关系式:
;
其中示出之分数的分子描述的是所考察的时间间隔内的旋转动量的变化。
控制装置14,尤其是控制器15可能会给定的电子条件而无法连续积分,因此,在它的计算栅格中,上述公式是按照下述关系式对t4至t5之间各时刻的进行求和而实现的:
;
将如此算出的值与在t4到t5之间的时间间隔中存在并确定出的实际转速变化进行比较。如果两者的一致性不够精确,那么可以推断,观察到的误差(即相应的差异)是由分离离合器4(输入参数MK1)所导致的。这样,为了下次启动,就需要对分离离合器4的特征线进行改变,从而使观察到的误差在下一次,也就是说,在机动车以电力行驶的状态下再次通过电机5来启动内燃机3时会变得更小。例如,转速下降得比所期望的更强烈。因此分离离合器4提供了过多的转矩,现在其运行状态需加以改变,从而使它将来在需求保持不变的情况下提供较少的转矩。有意义的是,在装配入新的分离离合器4时,上述调整过程首先以相对较大的步伐进行,使离合器学会相应粗略的运行控制,以便达到对随后必然出现的误差能够快速补偿的目的。在这样的学习过程/调整进行足够多次之后,减少学习步骤的次数,并减小步幅/调整幅度。由此,在稳定的调整中能够实现高稳健性以避免可能偏差。
有利的是,只在内燃机在下述状况下的启动实施调整,即,动力***的运行控制中没有出现诸如转速梯度高、变速快、转速极高或极低等极端边界条件。只有当启动是在转矩变换器7的锁止离合器6闭合时开始时,上述调整才能被准确地实施(请比较图2中的时刻t0)。
Claims (5)
1.机动车的动力***装置中的分离离合器的调整方法,其中所述动力***装置具有电机、内燃机以及带有液压的转矩变换器与锁止离合器的自动变速箱,并且所述分离离合器位于所述电机与所述内燃机之间,所述方法具有如下步骤:
-在时间点t0借助于所述电机从纯电力行驶状态开始所述内燃机的启动过程,
-在所述启动过程开始时打开电机和转矩变换器之间的锁止离合器,从而在转矩变换器上出现滑差,
-在所述内燃机的启动过程中调节所述电机的转速,
-将所述分离离合器控制到预先确定的滑差力矩并且在时间间隔t4,5中所述分离离合器以滑差运行方式运行,以便发动所述内燃机,
-在所述时间间隔t4,5中,计算出所述电机的期望的转速变化,
-其中对于所述期望的转速变化的计算而言将所述电机的转矩MEIM、配设于所述变换器的锁止离合器的转矩MLC、所述转矩变换器的转矩MWandler以及所述分离离合器的转矩MK1考虑在内,
-将通过计算期望的转速变化与实际出现的转速变化进行比较得出偏差,
-应用所确定出的偏差来调整所述分离离合器,
-为调整所述分离离合器而改变所述分离离合器的特征线,以使得所确定出的偏差在下一次启动所述内燃机时变小。
2.根据权利要求1所述的方法,其特征在于,借助于转速传感器并且/或者从所述电机的电气参数中确定出实际的转速变化。
3.根据前述权利要求之一所述的方法,其特征在于,所述特征线取决于所述分离离合器的接合路径以及所传递的所述分离离合器的滑差力矩。
4.机动车的动力***装置,具有电机、内燃机以及带有液压的转矩变换器和锁止离合器的自动变速箱,在该动力***装置中设置有分离离合器,其中所述分离离合器位于所述电机与所述内燃机之间,并且所述内燃机能够在利用所述电机对机动车进行驱动期间由所述电机来启动,其特征在于控制装置(14),所述控制装置用于按前述权利要求之任一方法所述在所述内燃机(3)启动期间对所述分离离合器(4)和/或所述动力***装置(1)实施运行控制。
5.根据权利要求4所述的动力***装置,其特征在于,所述控制装置(14)是所述机动车的控制器(15)的组成部件。
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PCT/EP2009/061880 WO2010040621A1 (de) | 2008-10-08 | 2009-09-14 | Verfahren zum adaptieren einer trennkupplung in einer triebstranganordnung eines fahrzeugs und triebstranganordnung |
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