CN103228518A - 具有混合驱动装置的机动车和用于选择电机和/或启动机来启动内燃发动机的方法 - Google Patents
具有混合驱动装置的机动车和用于选择电机和/或启动机来启动内燃发动机的方法 Download PDFInfo
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Abstract
本发明涉及一种机动车(1),具有混合驱动装置,所述机动车包括:内燃发动机(2);电机(3),所述电机可作为马达运行并且可用于启动所述内燃发动机(2);控制装置(11);以及可用于启动所述内燃发动机(2)的启动机(13),其中,当即将启动所述内燃发动机(2)时,所述控制装置(11)被设计用于根据所述机动车(1)的至少一个描述行驶动态要求和/或对所述混合驱动装置的力矩要求的运行参数(22,23)和/或所述机动车(1)的控制器(10)的要求选择所述电机(3)和/或所述启动机(13)来启动所述内燃发动机(2)。
Description
技术领域
本发明涉及一种机动车,具有混合驱动装置,所述机动车包括:内燃发动机;电机,所述电机可作为马达运行并且可用于启动所述内燃发动机;控制装置;以及可用于启动所述内燃发动机的启动机。此外,本发明还涉及一种用于选择电机和/或启动机来启动具有混合驱动装置的机动车中的内燃发动机的方法。
背景技术
具有混合驱动装置的、不仅包括内燃发动机而且也包括牵引电机的机动车在现有技术中已普遍公知并且基于其节能的行驶方式而是有利的。不同于仅配有内燃发动机的机动车,公知了具有混合驱动装置的机动车,在这种机动车中,内燃发动机通过拖曳启动和/或脉冲启动利用电机来启动。这意味着,例如在拖曳启动时短暂地关闭内燃发动机与电机之间的分离离合器,使得电机“一起拉动”马达。与此相对,在脉冲启动时,通常短时间提高电动机的转速,以便将该“脉冲”在关闭分离离合器之后传递至内燃发动机并且使其进入正确的点火位置中。也可以考虑两种启动方式之间的混合形式。
如果内燃发动机运转,则在许多混合动力车辆中公知的是,这样设计电机,使得该电机也起发电机的作用,这意味着,电机既可以用作为马达,又可以用作为发电机。
不利的是,内燃发动机利用牵引电机实现的拖曳启动和/或脉冲启动需要高投入的控制,以便防止在启动时出现抖动。此外,拖曳启动和/或脉冲 启动需要持久地维持力矩,以便例如即使在明显加速时也还通过电机接通内燃机。由DE 103 46 919 A1已知了一种混合动力车辆,其中,即使在紧急情况下,例如也就是说当运行电机的高电压电池的充电状态非常低时,也还应能启动热力发动机。为此,设有以低电压、典型为12V运行的启动机马达。如果具有更高的电压的***的电池或电池总成被不充分地充电,但12V的低电压电池被充分地充电,则启动机马达可以通过12V的电池使用,以便启动热力发动机。
但是由此不能避免上述的缺点。
发明内容
因此,本发明的目的是:提出一种在所有行驶情况下都能实现尽可能不抖动且快速启动内燃发动机的可能性。
为了实现该目的,根据本发明,在开头所述类型的机动车中提出,当即将启动内燃发动机时,控制装置被设计用于根据机动车的至少一个描述行驶动态(行驶动力学)要求和/或对混合驱动装置的力矩要求的运行参数和/或机动车的控制器的要求选择电机和/或启动机来启动内燃发动机。
因此,本发明也提出,混合动力车辆除了可作为牵引机并且符合目的地作为发电机运行的电机之外,也设置有传统的启动机,其包括启动机马达。启动机或者说其启动机马达在此可以符合目的地通过低电压电池、例如机动车中的常用的12V电池运行。当然也可以考虑的是,使用以其它方式运行的启动机,例如在中间电压、例如78V上运行的启动机,该启动机可以通过直流电压变压器从高电压电网馈电等等。最后也可以考虑的是,这样构造具有启动机马达的启动机,使得该启动机可以在机动车的高电压电网中自行运行。因此,启动机可运行时的电压在本发明的范围内可以任意地选择。
但在本发明的范围内,附加的启动机现在不(仅)作为安全措施来设置,而且根据运行策略将启动机、电机或者甚至是启动机和电机用于启动内燃发动机。
在此具体地提出,根据描述运行策略的运行参数或其它控制器的通信信号进行选择。因此例如应该在高的行驶动态要求的情况下,也就是说当例如应该非常快速地加速或非常快速地切换到加速运行时,因此超过相应的运行参数的阈值,则使用启动机,这是因为于是能实现内燃发动机的较快的启动并且因此能较快地满足行驶动态要求。类似地可以考察对混合驱动装置的力矩要求,这是因为随着必须通过电机满足的较高的力矩要求而也可能需要附加地维持力矩,以便实际上接通内燃发动机。即如果在电机本来就被充分地利用的那些状况中使用启动机,则除了较快速地接通内燃发动机之外也避免由于拖曳启动和/或脉冲启动引起的抖动。在此需要注意的是,在本发明的范围内,对混合驱动装置的力矩要求也可以理解为需要何力矩来使内燃发动机进入其点火位置中,这意味着,也可以考察内燃发动机对电机或启动机的力矩要求,以便作出最终的选择,对此在下面还要详细探讨。
总体上,在此例如可以考察至少一个行驶动态要求参量和/或至少一个力矩要求参量,所述行驶动态要求参量和/或力矩要求参量可以从不同的、例如涉及踏板总成(Pedalerie)、速度和/或挂入的档位的运行参数求得。基于阈值或函数关系,现在可以决定的是,使用何***(即启动机或电机)来启动,或者是否使用这两者并且在这种情况下这两者所起作用的大小。不同的参量当然也可以如普遍已知的那样相互联系起来,可能情况下也与被其它控制器获得的、可符合目的地区分优先权的要求相联系。
这种例如被其它车辆***或其控制器发送到控制装置的要求描述在力产生之外的情况,这些情况可以更好地显示出启动机或电机的使用。特别在此可列举出变速器,这是因为当使用启动机代替电机来启动内燃发动机时,例如在低转速的情况下或在低档位中可以避免机动车的抖动。
因此,本发明能实现通过电机或启动机按照需求启动内燃发动机,其中,特别当使用启动机时,牵引电机的功率或转矩完全供牵引力使用。由此,与当前的运行策略或驾驶员的要求相符地,可以避免机动车的抖动或较快速地对驾驶员的期望作出反应。
在本发明的具体的设计方案中可以提出,控制装置被设计用于根据加速踏板的位置和/或加速踏板的和/或制动踏板的操作动态、特别是梯度和/或根据内燃发动机的当前的缸位置选择用于启动内燃发动机的***。当然也可考虑机动车的其它的和/或另外的、描述动态或力矩要求的运行参数,使得例如也可以一起考虑速度或挂入的档位。
符合目的地可以提出,控制装置在描述低加速度要求的加速踏板位置和/或描述低行驶动态要求的加速踏板动态的情况下被设计用于使用电机来启动内燃发动机,在描述高加速度要求的加速踏板位置和/或描述高行驶动态要求的加速踏板动态的情况下和/或在从制动踏板快速转换到加速踏板的情况下被设计用于使用启动机来启动内燃发动机。为了具体地转换这种询问,在控制装置中存储有阈值,所述阈值的具体的值取决于具体的机动车。即如果加速踏板被特别远地向前踩,则本来就对混合驱动装置提出了超过阈值的高的力矩要求,使得以理想的方式使用启动机,以便尽可能地避免为了启动内燃发动机而维持电机的力矩。这当然可以与加速踏板动态一起予以考察,其中,例如超过阈值的高的梯度、也就是说加速踏板的快速踩下,表明驾驶员期望尽可能快速进行剧烈的加速,因此期望快速地接通内燃发动机,其同样也说明启动机的使用。快速松开制动踏板以变换到加速踏板的事实也可以表明高的期望动态,由此表明通过启动机快速接通内燃发动机。这种运行参数例如可以通过踏板总成上的合适的传感装置接收到。相应的传感器数据被控制装置处理,以便例如求得上面已经描述过的行驶动态要求参量和/或力矩要求参量并且相应地作出选择。
还可以提出,将描述驾驶风格和/或驾驶员期望的运行参数考虑作为描述行驶动态要求的运行参数。是否应利用电机和/或启动机进行启动的选择因此也可以根据驾驶员的主观的、然而借助于运行参数可觉察到的对机动车的动态的预期来确定。因此,在一个简单的设计方案中,可以考虑一种描述机动车的运行程序的选择的运行参数。机动车有时提供不同的运行程序,例如运动的运行程序、舒适的运行程序和/或高效的、特别是使得能量消耗最小化的运行程序。这种运行程序通常包括一组需调节的、用于车辆 ***的运行参数,其中,例如在运动的运行程序或者说运行模式中可以调节发动机、制动器和转向装置的较快速的响应。如果调节出运动的运行程序,则在本发明的范围内也可以提出,降低使用启动机的阈值,使得较频繁地提供电机的能量用于提高行驶动态。
然而在此意义上也可以考虑的是,监控驾驶员的驾驶风格,例如以便将该驾驶员归类为运动地或舒适地驾驶的驾驶员类型。这种对机动车的不同测量参量和运行参量进行分析以便求得至少一个描述驾驶员类型的驾驶员信息的处理方式原则上是已知的,使得获得的驾驶员信息可以作为运行参数也被纳入到启动内燃发动机的选择的决定中。因此也可以一起考察驾驶员的预期。
优选还可以提出,作为另外的控制器设有变速器控制器,该变速器控制器被设计用于在低转速的情况下和/或根据起步离合器的状态将用于选择启动机的要求发送至控制装置。如已经描述的那样,可以考虑机动车的总体状态,这些总体状态在借助于电机启动内燃发动机时可以导致机动车中的可察觉到的效果,例如导致抖动。这例如可以当在变速器中恰好存在低转速时或者在起步离合器的确定状态下而出现。如果存在这样的状况,则变速器控制器可以将要求发送到控制装置,通过启动机进行即将来临的内燃发动机启动过程。类似的状态和状况就其它控制器和其它车辆***而言也是可以考虑的。
在本发明的另一个设计方案中可以提出,控制装置被设计用于考虑至少一个使对选择启动机或电机来启动内燃发动机产生影响的参数分配给至少一个另外的运行参数、特别是机动车的挂入的档位和/或当前的速度和/或所调节的启动方案的特性曲线(特性曲线簇)。这种尤其是可根据档位和速度、但也可根据所调节的启动方案或启动类型求得的是应该使用启动机还是电动机的指示例如可以通过测量和/或在试车行驶中求得。在此,总是当记录了抖动时,可以通过对选择启动机或电机来启动内燃发动机产生影响的参数来要求使用启动机,或诸如此类。
在本发明的另一个设计方案中可以提出,设有用于测量发动机的缸位 置的传感器、特别是曲轴传感器。为了确定发动机的缸位置,通常使用曲轴传感器,该曲轴传感器最后跟踪曲轴的旋转并且因此跟踪内燃发动机的位置。根据这种传感器的测量数据可以求得:可能需要多大力矩来使内燃发动机进入压缩状态中,在那里可实现点火。如果需要大的力矩来达到这种状态,则可以提出,启动机代替电机来进行启动过程,这是因为这种大的力矩可更容易地在机动车中察觉到。在此还要注意的是,当不存在关于内燃发动机的当前的停机位置的信息时,则可以提出,假设需要最大的力矩(“worst case”)。在这种情况下于是可以原则上提出,将启动机用于启动内燃发动机。
如已经描述的那样,通过电机通过拖曳启动和/或脉冲启动实现内燃发动机的启动。这是通用的处理方式,以将作为马达运行的电机的力矩用于使内燃发动机进入正确的点火位置中。
可以提出,为了给启动机供电,设有低电压电池,该低电压电池具有比设置用于给电机供电的高电压电池低的电压。即例如启动机可以是低电压电网的一部分,该低电压电网例如可以接在12V上,如其在机动车中常用的那样。通常并行地为电机实现高电压电网,该高电压电网由高电压电池馈电。在那里例如可以存在直至600V的电压。
于是可以在本发明的特别有利的设计方案中提出,控制装置附加地被设计用于在低电压电池的低充电状态的情况下使用电机来启动内燃发动机,在高电压电池的低充电状态的情况下使用启动机来启动内燃发动机。因此,当涉及选择合适的***用于启动过程时,也可以考虑电池的充电状态。以这种方式最后附加地还将启动机用作为“安全***”,使得即使当高电压电池被放电时也还能实现内燃发动机的启动。类似地,当低电压电池中的能量不再充足时,可以出于安全性的原因考虑电机,即使当在当前的行驶状况中可能较合理的是使用启动机。特别也可以考虑这样的设计方案,其中,在两个电池的低充电状态下使用两个***来启动机动车的内燃发动机。因此可以实现的是,尽管两个电池中的能量自身可能不充足,但也启动内燃发动机。
除了机动车之外,本发明也涉及一种用于选择电机和/或启动机来启动具有混合驱动装置的机动车中的内燃发动机的方法,其特征在于,根据机动车的至少一个描述行驶动态要求和/或对混合驱动装置的力矩要求的运行参数和/或机动车的控制器的要求进行选择。即在该方法中也提出,考虑机动车的当前的运行策略,以便因此特别当驾驶员期望高的动态时确保快速启动内燃发动机并且另一方面避免通过由电动机分流力矩引起机动车的抖动或者其它可察觉到的不均匀的运转。同时在此可以对其它车辆***的指示通过其控制器进行考虑,例如变速器控制器的要求。
总体上,根据本发明的机动车的所有实施方式都可类似地转用于根据本发明的方法,使得也由此可以实现在那里所描述的优点。
附图说明
本发明的其它优点和细节从下面描述的实施例中以及借助于附图得出。图中示出:
图1根据本发明的机动车,和
图2用于根据本发明的选择策略的图解。
具体实施方式
图1示出根据本发明的、具有混合驱动装置的机动车1的原理图。对此,机动车1除了常用的内燃发动机2之外也包括牵引电机3,该牵引电机可作为马达或作为发电机运行。这两种原动机可以通过分离离合器4相连接。
产生的驱动能量、即牵引力通过具有起步离合器6的变速器5传输到驱动轴7上。
在机动车1的动力总成***中的不同的部件通过控制器来控制,其中,在当前的情况下,不仅内燃发动机2分配有控制器8,而且电机3也分配有控制器9。变速器5通过变速器控制器10来控制。
在当前情况下,控制器8形成用于机动车1的原动机的主控制器。当 然也可考虑这样的设计方案:控制器8和9集成一个唯一的控制器。控制器8和9可以被解释为控制装置11。
在机动车1中可通过拖曳启动和/或脉冲启动借助于电机3来启动内燃发动机2,此外,该电机由高电压电池12供电,而机动车1也包括常用的、具有启动机马达14的低电压启动机13。该启动机马达可以是低电压电网的一部分,该低电压电网由低电压电池15例如在12V的运行电压的情况下运行。控制装置11现在设计用于在即将启动内燃发动机2时选择:内燃发动机2是否应通过启动机13和/或电机3来启动。为此,考虑其它控制器、例如变速器控制器10的不同的运行参数以及要求信号。在当前情况下,作为运行参数对布置在踏板总成16上的踏板总成传感器17、18的传感器数据进行计算,所述计算例如可以在控制器8中执行,所述踏板总成传感器例如测量加速踏板19和制动踏板20的当前的位置和动态、特别是梯度并且提供给控制器8。此外,控制器8获得曲轴传感器21的测量数据,由此可以推断出内燃发动机2的当前的停机位置。当然也可以考虑其它运行参数或其它传感器的数据,例如机动车的速度、挂入的档位等等,通过这些数据例如可以从特性曲线中求得(一起)确定用于启动内燃发动机2的***的选择的参量。最后,控制器8还可以在选择用于启动内燃发动机2的***时考虑电池15、12的充电状态。
更具体一些,图2的图表显示出根据本发明的处理过程。在那里可以看出,首先考虑描述行驶动态要求的运行参数22。由此例如可以从所考察的运行参数22中求得描述期望的行驶动态、即最后描述驾驶员对机动车1快速反应的愿望的行驶动态参量,将该行驶动态参量与一个或多个阈值进行比较。因此例如当需要高的动态时可以使用启动机13,因为所述启动机负责较快地启动内燃发动机2。这例如可以从加速踏板操作的梯度和/或制动踏板20到加速踏板19的快速转换中导出。
此外考虑运行参数23,所述运行参数描述对混合驱动装置的力矩要求,由此同样可以求得可以与至少一个阈值进行比较的力矩要求参量。在此例如考虑加速踏板的位置作为运行参数。因此掌握可能导致电机3的用 于牵引力的功率明显波动、即例如抖动等等的情况。如果这种情况是值得担心的,那么同样可以使用启动机13。
此外考虑曲轴传感器21的测量数据24,因为由此可以评估:需要何力矩以使内燃发动机2的缸进入点火位置中。如果为此需要很大力矩或者内燃发动机2的缸的当前位置是未知的,则同样可以选择启动机13。
此外也可能的是,考虑其它控制器、例如变速器控制器10的要求26,参见要求26。例如当存在低的转速时,拖曳启动可能导致抖动。相应地,变速器可以将使用启动机13的要求26发送给控制器8。类似地可以考察起步离合器6的当进行拖曳启动和/或脉冲启动时也可在关闭过程或打开过程中导致抖动的状态。
最后,本发明也允许考虑电池12、15的充电状态25。因此例如可以当高电压电池12具有过低的充电量时使用启动机13,反之亦然。
相应地,控制器8作为控制装置11的一部分如从图2可看出的那样控制启动机13和/或电机3。
在此还要注意的是,最后也可以将测量数据24解释为描述对混合驱动装置的力矩要求的运行参数23,因为该附加力矩当然必须由电机3提供。
一般地,作为描述行驶动态要求的运行参数22也可以考虑描述驾驶员期望的参数,例如由驾驶员调节的运行程序和/或驾驶员的一般驾驶风格,其例如可以从相应的在行驶期间获得的数据求得。这种运行参数22可以对其它运行参数22、23所比较的阈值产生影响。
Claims (11)
1.一种具有混合驱动装置的机动车(1),所述机动车包括:内燃发动机(2);电机(3),所述电机能作为马达运行并且能用于启动所述内燃发动机(2);控制装置(11);以及能用于启动所述内燃发动机(2)的启动机(13),其特征在于,当即将启动所述内燃发动机(2)时,所述控制装置(11)被设计用于根据至少一个对行驶动态要求和/或对于所述混合驱动装置的力矩要求作出描述的机动车(1)运行参数(22,23)和/或所述机动车(1)的控制器(10)的要求而选择所述电机(3)和/或所述启动机(13)来启动所述内燃发动机(2)。
2.根据权利要求1所述的机动车,其特征在于,所述控制装置(11)被设计用于根据加速踏板(19)的位置和/或加速踏板(19)的和/或制动踏板(20)的操作动态、特别是梯度和/或根据所述内燃发动机(2)的当前的缸位置选择所述启动机(13)。
3.根据前述权利要求中任一项所述的机动车,其特征在于,所述控制装置(11)在描述低加速度要求的加速踏板位置和/或描述低行驶动态要求的加速踏板动态的情况下被设计用于使用所述电机(3)来启动所述内燃发动机(2),在描述高加速度要求的加速踏板位置和/或描述高行驶动态要求的加速踏板动态的情况下和/或在从制动踏板(20)快速转换到加速踏板(19)的情况下被设计用于使用所述启动机(13)来启动所述内燃发动机(2)。
4.根据前述权利要求中任一项所述的机动车,其特征在于,所述控制装置被设计用于将描述驾驶风格和/或驾驶员期望的运行参数考虑作为描述所述行驶动态要求的运行参数。
5.根据前述权利要求中任一项所述的机动车,其特征在于,作为另外的控制器设有变速器控制器(10),所述变速器控制器被设计用于在低转速的情况下和/或根据起步离合器(6)的状态将用于选择所述启动机(13)的要求发送至所述控制装置(11)。
6.根据前述权利要求中任一项所述的机动车,其特征在于,所述控制装置被设计用于考虑至少一个使对选择所述启动机或所述电机来启动所述内燃发动机产生影响的参数分配给至少一个另外的运行参数、特别是所述机动车的挂入的档位和/或当前的速度和/或所调节的启动方案的特性曲线。
7.根据前述权利要求中任一项所述的机动车,其特征在于,设有用于测量所述内燃发动机(2)的缸位置的传感器、特别是曲轴传感器(21)。
8.根据前述权利要求中任一项所述的机动车,其特征在于,所述机动车被设计用于通过所述电机(3)实现所述内燃发动机(2)的拖曳启动和/或脉冲启动。
9.根据前述权利要求中任一项所述的机动车,其特征在于,为了给所述启动机(13)供电,设有低电压电池(15),所述低电压电池具有比被设置用于给所述电机(3)供电的高电压电池(12)低的电压。
10.根据权利要求9所述的机动车,其特征在于,所述控制装置(11)附加地被设计用于在所述低电压电池(15)的低充电状态的情况下使用所述电机(3)来启动所述内燃发动机(2),在所述高电压电池(12)的低充电状态的情况下使用所述启动机(13)来启动所述内燃发动机(2)。
11.一种用于选择电机和/或启动机来启动机动车中的内燃发动机的方法,其特征在于,根据所述机动车的至少一个描述行驶动态要求和/或对混合驱动装置的力矩要求的运行参数和/或所述机动车的控制器的要求进行所述选择。
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DE102010050123.9 | 2010-11-03 | ||
DE201010050123 DE102010050123A1 (de) | 2010-11-03 | 2010-11-03 | Kraftfahrzeug mit einem Hybridantrieb und Verfahren zur Auswahl einer Elektromaschine und/oder eines Anlassers zum Anlassen eines Verbrennungsmotors |
PCT/EP2011/005414 WO2012059196A1 (de) | 2010-11-03 | 2011-10-27 | Kraftfahrzeug mit einem hybridantrieb und verfahren zur auswahl einer elektromaschine und/oder eines anlassers zum anlassen eines verbrennungsmotors |
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US (1) | US9102328B2 (zh) |
EP (1) | EP2635479B1 (zh) |
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US9102328B2 (en) | 2015-08-11 |
DE102010050123A1 (de) | 2012-05-03 |
EP2635479B1 (de) | 2016-06-29 |
EP2635479A1 (de) | 2013-09-11 |
US20130231817A1 (en) | 2013-09-05 |
WO2012059196A1 (de) | 2012-05-10 |
CN103228518B (zh) | 2016-08-10 |
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