CN105848950B - 用于启动燃烧式发动机的方法和*** - Google Patents
用于启动燃烧式发动机的方法和*** Download PDFInfo
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Abstract
本发明涉及一种用于启动尤其是装配到混合动力或双模式车辆上的燃烧式发动机(2)的方法和***,该方法提供了在由该车辆的驾驶员需求的一个设定点转矩着眼于使该车辆加速超过一个阈值速度(VA)时启动一个附加马达(3),当所述燃烧式发动机(2)被机械地联接到该车辆的车轮(11)时对于该阈值速度而言该燃烧式发动机(2)能够被驱动超过其失速速度阈值。
Description
技术领域
本发明涉及车辆的燃烧式发动机领域,这些车辆具备自动停止和启动所述发动机的功能。
本发明更具体地涉及一种用于启动装配到混合动力或双模式类型的机动车辆上的燃烧式发动机的方法以及用于实施这种方法的***。
本发明进一步涉及一种包括这样的用于启动燃烧式发动机的***的混合动力或双模式类型的机动车辆。
背景技术
在现有技术中,已知的是使车辆具备停止和启动(也称作“停止&启动”或甚至“停&走”)功能,该功能包括在该车辆静止并同时考虑到某些条件(空挡位置,特别是接合了驻车制动器)时自动关闭燃烧式发动机。
例如,在城市行驶中,当在红灯处停止时,该燃烧式发动机被自动停止,并且然后当灯变为绿色时,在驾驶员的指示重新启动车辆的愿望的一个动作或一系列动作之后该燃烧式发动机被启动。
这样的停止和启动功能的目的是减少车辆的总消耗并且限制由该车辆产生的污染气体的排放量,此外还有噪声污染。
为了实现这一目标,车辆能够通过使用可逆电动机器(例如交流发电机-启动机)来根据该“停&走”或“停止&启动”模式运行,该可逆电动机器联接燃烧式发动机并且在启动模式下由逆变器提供电力。
然而,与使用交流发电机-启动机相关联的主要缺点之一是,就动力传动系的制造和集成而言它仍然是非常昂贵的解决方案。
发明内容
本发明的目的是在包括两种类型的马达(燃烧式发动机马达和电气式或能量蓄积式的附加马达)的车辆的背景下,弥补由现有技术的缺点导致的这些问题。
有利地,本发明是在混合式动力传动系内实现的,该混合动力传动系不包含交流发电机-启动机而包括燃烧式发动机和一个或两个马达。
本发明涉及一种用于启动装配到混合动力或双模式机动车辆上的燃烧式发动机的方法,该方法提供了在由该车辆的驾驶员需求的一个设定点转矩着眼于使该车辆加速超过一个阈值速度时启动一个附加马达,当所述燃烧式发动机被机械地联接到该车辆的车轮时在该阈值速度下该燃烧式发动机被驱动超过其失速速度阈值。
在进一步的实施例中:
-该方法包括了将该车辆的速度与该阈值速度进行比较的处理步骤;
-当该车辆的速度基本上大于或等于该阈值速度时该燃烧式发动机的启动是与该附加马达的停止同时执行的;
-将该燃烧式发动机联接到该车辆的这些车轮是通过使该车辆的一个离合器闭合来执行的;
-该方法包括一个转矩切换步骤,该转矩切换步骤提供了将该燃烧式发动机的启动和该附加马达的停止执行成随着由该燃烧式发动机提供至这些车轮的转矩增大而使得由该附加马达提供至车轮的转矩减小;
-该方法包括对该燃烧式发动机进行配置从而允许其启动的一个步骤;
-该配置步骤在于激活用于将燃料供应至该燃烧式发动机的一个装置和/或用于该车辆的火花点火的一个装置和/或用于对该燃烧式发动机的一个混合室加以预加热的一个装置,并且
-在联接过程中,该方法提供了确定一个适合的传动比,该传动比允许确保由该车辆的驾驶员需求的设定点转矩的连续性。
本发明进一步涉及一种用于启动装配到混合动力或双模式机动车辆的燃烧式发动机的***,包括实施如以上权利要求中任一项所述的用于启动燃烧式发动机的方法的多个硬件元件和软件元件。
有利地,这些硬件元件包括一个控制单元、一个速度传感器、一个附加马达以及一个联接装置,该联接装置具体地包括一个自动控制的变速箱和一个离合器、并且能够通过一个传动系将该车辆的内燃发动机连接到这些车轮。
本发明进一步涉及一种包括燃烧式发动机的混合动力或双模式机动车辆,该车辆包括这样的启动燃烧式发动机的***,该燃烧式发动机和该附加马达具体地被连接到不同的车桥。
附图说明
参照以下附图来阅读以下通过说明性且非限制性实例的方式提供的对优选实施例的说明,本发明的进一步优点和特征将变得更加清楚:
-图1示意性地示出了车辆,该车辆包括根据本发明这一实施例的用于控制燃烧式发动机的启动的***;
-图2A示出了在实施根据本发明这一实施例的用于启动燃烧式发动机的方法的背景下与时间有关的该车辆的速度;
-图2B示出了在实施根据本发明这一实施例的用于启动燃烧式发动机的方法的背景下与时间有关的由该燃烧式发动机提供的转矩;
-图2C示出了在实施根据本发明这一实施例的用于启动燃烧式发动机的方法的背景下与时间有关的由附加马达提供的转矩,并且
-图3展示了在实施根据本发明这一实施例的用于启动燃烧式发动机的方法的背景下由该燃烧式发动机和附加马达提供的转矩之间的切换。
具体实施方式
以一种非限制性的方式,本发明这一实施例是在一种包括混合动力1或双模式动力传动系的车辆内实现的。
这样的车辆包括底盘、前车桥、后车桥,该前车桥包括连接前车轮11的轴8,后车桥包括连接后车轮10的轴9。
混合动力1或双模式动力传动系包括两种不同类型的马达,其中一种马达对应于燃烧式发动机2,并且电动马达因此对应于以上限定的附加马达3。
电动马达3通过转换器和电子控制单元来连接高压电池以用于对其供电。
根据所示出的实施例,燃烧式发动机2驱动前轴8并且因此驱动前车轮11,而电动马达3驱动后轴9并且因此驱动后车轮10。这两个马达在机械上是相互独立的。
因此,电动马达3被安排在车辆的后车桥的区域中或者甚至被整合在所述车桥内。
根据变体实施例,使用了两个电动马达,每个电动马达被设计为驱动该后车桥的车轮10之一。
根据另外的变体实施例,附加马达3对应于装配在该车辆上的附加马达,作为混合动力1或双模式动力传动系的补充。
至于燃烧式发动机2,此发动机可以被安排在该车辆的前车桥的区域中。
因此,在该实施例中,该车辆的四个车轮是机动化的,没有会在某些车辆中遇到的前部传动系和后部传动系之间的机械传动的复杂性。
根据所提出的实施例,在该后车桥的区域中位于该车辆的车轮10之间的电动马达3通过传动元件12机械地连接后车桥轴9。该传动元件12能够提供转矩以使车辆向前移动,该转矩通过后车桥轴9传输到车轮10。
电动马达3可以包括离合器,该离合器被安排成控制由传动元件12提供的转矩。该离合器于是还可以提供滑移,以使这些第二驱动车轮10能够以不同的角速度旋转。
燃烧式发动机2通过传动轴15机械地连接到联接装置7,所述装置包括变速箱5,该变速箱通过一个或多个连接元件22来连接到离合器4。还可以使用变矩器。
燃烧式发动机2能够提供转矩以允许车辆移位,该转矩可以通过传动轴15和传动系20传输至车轮11。该传动系20包括该前车桥的轴8(这些前车轮11被连接其上)、以及变速箱5的输入传动轴13和输出传动轴14。
有利地,根据本发明的优选实施例,变速箱5是机器人控制的变速箱,能够通过多个液压或机电致动器来改变输入传动轴13与输出传动轴14之间的齿轮减速比。根据本发明,在该车辆的混合动力运行模式中以及在启动时,这样的变速箱比手动变速箱更易于控制。
该车辆还包括用于启动燃烧式发动机2的***,该***包括:
-用于控制车辆的运行模式的控制单元6,该控制单元通过控制连接件16连接马达2和3并且通过连接件21连接联接装置7。控制单元6还包括能够实施计算机程序的多个硬件资源,
-至少一个传感器24,该至少一个传感器能够提供关于由驾驶员提供的设定点转矩的信息或者表示此设定点的数据、并且通过连接件25传输至控制单元6。特别地,该信息除了包括该车辆的加速器踏板和/或制动器被压下的程度之外还可以包括它们的激活;
-该车辆的至少一个速度传感器19,该至少一个速度传感器通过连接元件23来连接控制单元6。
特别地,控制单元6还根据驾驶员所需的马达功能17和驾驶条件18、以及还传输至到控制单元6的数据能够动态地确定有待施加给前车桥轴8和后车桥轴9两者中的每一者的转矩并且优化动力传动系1的运行。
如上面已经看到的,该车辆包括动力传动系1,该动力传动系由两个不同的马达组成并且能够根据两种模式起作用:纯电动模式,其中仅马达3让该车辆移位;以及混合动力模式,其中控制单元6根据驾驶条件、速度以及所需的转矩来从燃烧式发动机马达和/或电动马达中确定哪种类型的马达是最适合的。
在混合动力运行中,当该车辆移动时,除了这些驾驶条件18和驾驶员所希望的马达功能17之外,控制单元6连续地接收来自速度传感器19、来自传感器24的信号,从而允许确定由驾驶员提供的设定点转矩。该设定点转矩例如对应于由该驾驶员的行为产生的多个参数。
除了联接装置7,该控制单元6还能够通过从每个所述装置接收信号或朝向其发送信号来监测燃烧式发动机2和附加马达3。
根据本发明,在混合动力模式下,当该停止&启动装置使燃烧式发动机2停止时,当驾驶员希望该车辆再次移位时,启动的并不是燃烧式发动机2而是电动马达3,参照图2A和图2C。该车辆因而处于电动模式下,在该电动模式下电动马达3单独确保该车辆的移位。
只要车辆的速度小于或等于速度VA,该模式就继续。该速度VA对应于一个阈值速度,当实行机械联接时,在该阈值速度下燃烧式发动机2可以被驱动而超出其失速速度阈值。该阈值的值取决于变速箱的分级并且是在15km/h与40km/h之间。
在一个处理步骤过程中,控制单元6因而将该车辆的速度V与阈值VA进行比较,以确定是否能够启动燃烧式发动机2。
当车辆的速度V基本上大于或等于速度VA时,在时刻ta,控制单元6于是发出旨在同时启动燃烧式发动机2并触发电动马达3停止的信号,参照图2A、图2B和图2C。
控制单元6还发出一个信号到联接装置7,以使得在联接步骤过程中通过闭合该离合器而将燃烧式发动机2与该车辆的前车桥的车轮11相联接。
更确切地讲,传动元件15被机械地联接到传动系20,该传动系将该传动元件15连接这些车轮11。在该联接步骤过程中,由燃烧式发动机2提供的转矩被控制到等于零,使得驾驶员不会感觉到突然拉动。
控制单元6还实施对燃烧式发动机2的配置,以使得所述燃烧式发动机准备好启动。为了实现这一点,控制单元6激活用于将燃料供应至燃烧式发动机2的装置和可能的用于该车辆的火花点火的装置(受控的或电子火花点火***)或用于对燃烧式发动机2的混合室进行预加热的装置。
在该联接步骤中,控制单元6还确定联接装置7通过变速箱5来采用的适当的传动比,以确保驾驶员所需的转矩的连续性。
此外,在转矩切换步骤过程中,控制单元6提供了在时刻ta执行将燃烧式发动机2的启动和附加马达3的停止以随着由燃烧式发动机2提供至这些车轮11的转矩增大而使得由附加马达3提供至车轮10的转矩减小,直至在时刻tb该转矩变成零。
图3中展示了如以上限定的在时刻ta和tb之间的转矩切换步骤。特别地,该切换步骤允许确保与由驾驶员所需的设定点转矩同相的转矩的连续性。
在执行该切换步骤之后,从时刻tb开始,该车辆在混合动力模式下行进,根据所提出的示例,只有燃烧式发动机2被激活。
该混合动力模式还可以包括电动马达3和燃烧式发动机2的同时运行,例如,在非常快速的加速过程中。
根据本发明的一个实施例,当驾驶员希望车辆减速时,例如通过把脚从加速器抬起,该车辆减速并且燃烧式发动机2的转矩减小,如图2B所示。
此后,从时刻tc开始,当由该燃烧式发动机产生的转矩为零时,电动马达3被激活,产生可以再生的制动作用,以便由于该制动作用而将机械能的一部分转换成电能。附加马达3因而用作发电机。这种效果随着速度降低而逐渐增大。
参照图2A和图3,当车辆的速度V基本上小于或等于阈值速度VE(小于VA)时,控制单元6则发出信号,目的是使燃烧式发动机2停止并且同时增大电动马达3处于其作为发电机运行中的作用。
速度VE对应于能够被配置成就车辆的速度V而言的一个速度阈值,该速度阈值在由控制单元6执行的处理步骤过程中被加以比较以确定是否必须停止燃烧式发动机2。该阈值速度VE的值取决于变速箱的分级并且可以是在从约6km/h到12km/h的范围内。
控制单元6还发出一个信号到联接装置7,以使得燃烧式发动机2的传动元件15从将此传动元件15连接到该车辆的前车桥的第一车轮11的传动系20机械地解除联接。
在本发明的一个变体实施例中,可以提供的是,控制单元6考虑了电池电量以用于控制该车辆的如在本发明中想到的启动模式。特别地,可想到的是,控制单元6在电池电量的水平低时抑制这种运行模式和/或在车辆的驾驶阶段中确保了装置允许对该电池进行再充电,以使得该车辆可以由该附加马达来启动。
应当指出的是,在一个变体中,燃烧式发动机2和附加马达3可以连接同一车桥。
该附加马达3还可以涉及根据以下技术运行的任何马达:
-燃料电池;
-来自气体的压缩膨胀的潜在能量,和/或
-飞轮。
Claims (10)
1.一种用于启动装配到混合动力机动车辆上的燃烧式发动机的方法,所述方法包括:
在由该车辆的驾驶员提出设定点转矩需求时启动电动马达(3),并且使车辆仅通过所述电动马达以电动模式从静止开始移位,所述电动马达机械地联接到所述车辆的第一车轮组以通过驱动所述第一车轮组使所述车辆移位;
确定阈值速度(VA),在所述阈值速度下所述燃烧式发动机(2)被驱动,该确定包括确定当所述燃烧式发动机被机械地联接到所述车辆的第二车轮组时所述阈值速度超过失速速度阈值,所述阈值速度的值取决于变速箱的传动比,所述变速箱使所述燃烧式发动机联接到所述车辆的第二车轮组,所述第二车轮组是不同于所述第一车轮组的车辆车轮;
在确定之后,使车辆的速度(V)与所述阈值速度进行比较;并且
当比较结果为所述车辆的速度等于或大于所述阈值速度时启动所述燃烧式发动机,以通过所述燃烧式发动机来驱动所述车辆的第一车轮组,
其中,所述电动马达和所述燃烧式发动机被连接到不同的车桥。
2.如权利要求1所述的方法,其特征在于,当该车辆的速度(V)大于或等于该阈值速度(VA)时该燃烧式发动机(2)的启动是与该电动马达(3)的停止同时执行的。
3.如权利要求1或2所述的方法,其特征在于,将该燃烧式发动机(2)联接到该车辆的第二车轮组是通过使该车辆的离合器(4)闭合来执行的。
4.如权利要求2所述的方法,其特征在于,该方法包括转矩切换步骤,该转矩切换步骤提供了将该燃烧式发动机(2)的启动和该电动马达(3)的停止执行成随着由该燃烧式发动机(2)提供至第二车轮组的转矩增大而使得由该电动马达(3)提供至第一车轮组的转矩减小。
5.如权利要求1、2、4中任一项所述的方法,其特征在于,该方法包括对该燃烧式发动机(2)进行配置从而允许其启动的配置步骤。
6.如权利要求5所述的方法,其特征在于,该配置步骤在于激活用于将燃料供应至该燃烧式发动机(2)的装置和/或用于该车辆的火花点火的装置和/或用于对该燃烧式发动机(2)的混合室加以预加热的装置。
7.如权利要求1、2、4、6中任一项所述的方法,其特征在于,在将该燃烧式发动机(2)联接到第二车轮组的联接过程中,该方法提供了确定适合的传动比,该传动比允许确保由该车辆的驾驶员需求的设定点转矩的连续性。
8.一种用于启动装配到混合动力机动车辆的燃烧式发动机(2)的***,包括实施如以上权利要求中任一项所述的用于启动燃烧式发动机(2)的方法的多个硬件元件和软件元件。
9.如权利要求8所述的***,其特征在于,这些硬件元件包括控制单元(6)、速度传感器(19)、电动马达(3)以及联接装置(7),该联接装置(7)具体地包括自动控制的变速箱(5)和离合器(4)、并且能够通过传动系(20)将该车辆的内燃发动机(2)连接到第二车轮组。
10.一种包括燃烧式发动机(2)的混合动力机动车辆,其特征在于,该机动车辆包括如权利要求8或9所述的启动燃烧式发动机(2)的***,该燃烧式发动机(2)和该电动马达(3)具体地被连接到不同的车桥。
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- 2014-11-28 KR KR1020167017334A patent/KR102040633B1/ko active IP Right Grant
- 2014-11-28 CN CN201480071540.7A patent/CN105848950B/zh active Active
- 2014-11-28 WO PCT/EP2014/075899 patent/WO2015079006A1/fr active Application Filing
- 2014-11-28 EP EP14803151.1A patent/EP3074257B1/fr active Active
- 2014-11-28 JP JP2016534945A patent/JP2016539846A/ja active Pending
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Also Published As
Publication number | Publication date |
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WO2015079006A1 (fr) | 2015-06-04 |
KR102040633B1 (ko) | 2019-11-05 |
CN105848950A (zh) | 2016-08-10 |
FR3013660A1 (fr) | 2015-05-29 |
US10532735B2 (en) | 2020-01-14 |
JP2016539846A (ja) | 2016-12-22 |
EP3074257B1 (fr) | 2020-07-08 |
US20170021826A1 (en) | 2017-01-26 |
FR3013660B1 (fr) | 2017-05-26 |
US20190031185A1 (en) | 2019-01-31 |
KR20160091994A (ko) | 2016-08-03 |
EP3074257A1 (fr) | 2016-10-05 |
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