CN106415046A - 用于获知混合动力车辆的混合分离离合器的接合点的方法和设备 - Google Patents
用于获知混合动力车辆的混合分离离合器的接合点的方法和设备 Download PDFInfo
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Abstract
本发明涉及用于获知混合动力车辆的混合分离离合器(4)的接合点的方法,混合分离离合器由静液离合促动器(12)操作,其中,混合分离离合器(4)使得内燃机(2)和电力牵引驱动装置(3)分离或连接,并且当探测到限定的力矩提高时,从混合分离离合器(4)的在未操作的状态下所占据的位置出发,在观察电力牵引驱动装置(3)的力矩的情况下,通过缓慢地操作离合器来确定接合点。在优化了接合点调整的方法中,当前的接合点(tp)在混合动力车辆运行期间进行调整,其中,为了在运行期间调整当前的接合点而使用起动程序,利用起动程序,在混合动力车辆的起动中获知第一接合点,其中,混合分离离合器(4)以临近的方式靠近先前已确定的接合点,并且混合分离离合器(4)从最后确定的接合点出发进一步移动,直到探测到限定的力矩提高。
Description
技术领域
本发明涉及用于获知混合动力车辆的混合分离离合器的接合点(Tastpunkt)的方法,混合分离离合器由静液离合促动器操作,其中,混合分离离合器使得内燃机和电力牵引驱动装置分离或连接,并且当探测到限定的力矩提高时,从混合分离离合器的在未操作的状态下所占据的位置出发,在观察电力牵引驱动装置的力矩的情况下,在内燃机停机时通过缓慢地操作混合分离离合器来确定接合点,本发明还涉及用于执行该方法的设备。
背景技术
DE 10 2010 024 941 A1公开了用于控制带有至少两个子驱动系的双离合变速器的方法,其中每个子驱动系可以借助离合器与内燃机联接。在包括双离合变速器的车辆的行驶运行中,离合器的接合点不依赖于发动机力矩地获知。该接合点在此在车辆的起动期间确定,并且在车辆运行期间调整。
在带有混合驱动系的混合动力车辆中,可以由两个独立的能量源(例如内燃机的燃料和来自电动机的牵引电池的电能)通过转换成机械能来克服行驶阻力。根据DE 102008 030 473 A1,用于获知混合驱动系中的自动混合分离离合器的接合点的方法是公知的。在内燃机停机的情况下来确定布置在内燃机与电力牵引驱动装置之间的混合分离离合器的接合点,其方法是,混合分离离合器缓慢地闭合,并且评估闭合的混合分离离合器对电力牵引驱动装置的电机(该电机以预定的转速旋转)的影响。混合分离离合器能够在打开的状态下实现混合动力车辆的纯电动行驶,而在闭合状态下,内燃机的转矩被引导至驱动轮。
混合分离离合器的另一任务是启动内燃机。为此,通过适宜地提高电动机的转矩并且闭合混合分离离合器,能量传递至固定的内燃机,并且该内燃机因此加速。此外,在行驶舒适度方面,由混合分离离合器传递的转矩必须刚好是公知的,以便避免无意的车辆加速,这是因为电动机的转矩同时也传递至驱动轮。
由混合分离离合器传递的转矩直接依赖于操作混合分离离合器的静电离合促动器的位置。为了估计所传递的离合器力矩,一方面,离合促动器相对于可能的行驶路径的方位必须是公知的,另一方面,离合器特性曲线(依赖于促动器位置的离合器力矩)必须参考促动器路径。接合点在此是离合器特性曲线的坐标网格点。接合点必须在运行时一次性地获知,并且在运行期间匹配于改变的离合器特性,其基于不同的影响因素(例如磨损、离合器的再调节和温度以及老化过程)而不是恒定的。公知的是,接合点在混合动力车辆起动时通过诊断服务获知。这种接合点的获知主要的缺点是,在起动期间执行的接合点调整对于在混合动力车辆的行驶运行中的接合点的调整来说持续时间太长。
发明内容
因此,本发明所基于的任务是说明一种用于获知接合点的方法,其可以用于在混合动力车辆行驶期间调整接合点。
根据本发明,该任务通过如下方式解决,即,当前的接合点在混合动力车辆运行期间被调整,其中,为了在运行期间调整当前的接合点而使用起动程序,利用起动程序,第一接合点在混合动力车辆的起动中获知,其中,混合分离离合器以临近的方式向先前已确定的接合点靠近,并且混合分离离合器从最后确定的接合点出发被进一步移动,直到探测到限定的力矩提高。这具有的优点是,在混合动力车辆的行驶运行期间调整接合点时,调整过程可以得到明显缩短,这是因为先前确定的接合点被用作接合点调整的基础,由此,所使用的起动程序得到明显缩短。当前的接合点因此可以明显更快地确定。
有利地,在混合动力车辆的起动期间,利用起动程序获知混合分离离合器的第一接合点,在用于确定当前的接合点的第一次调整期间第一接合点作为先前已确定的接合点被当作基础。通过在混合动力车辆的起动期间获知的第一接合点,预测接合点移动的区域已经公知,因此混合分离离合器可以在调整阶段期间在该区域中移动,并且因此缩短了用于确定当前的接合点的持续时间。
在设计方案中,作为先前已确定的接合点,最后确定的接合点被当作基础,其在当前的调整阶段的前一调整阶段中被确定。在此期间,也能够通过使用在前一调整周期中获知的接合点实现非常快速地靠近可能的当前的接合点,由此,用于获知当前的接合点的时间得到缩短。
在变型方案中,当预定的力矩提高的边界值被超过时推断出即将限定的力矩提高,其中,预定的边界值以重复的方式如下地一直上升到被最大提高的接合点力矩,即,直到由电力牵引驱动装置输出的力矩提高最低限度地相应于接合点力矩的高度。通过边界值的多次移动(其优选可以以不同的提高的力矩水平进行),可以实现特别精确地确定接合点力矩,因此可以准确获知被调整的当前的接合点。
在实施方式中,混合分离离合器的接合点在接合点力矩方面通过在调节技术上的观察器进行调整,接合点力矩相应于由电力牵引驱动装置输出的力矩提高。这是必要的,以便在离合器力矩滞后时不会达到未限定的状态。
在替选方案中,混合分离离合器的接合点在接合点力矩方面根据混合分离离合器的特性曲线进行调整,接合点力矩相应于由电力牵引驱动装置输出的力矩提高。因此可以取消依赖软件的并且因此计算费时的在调节技术上的观察器。
在设计方案中,在接合点进行调整之后,混合分离离合器返回到混合分离离合器在未操作的状态下所占据的位置中,其中,检验由电力牵引驱动装置输送出的力矩是否与电力牵引驱动装置的如下力矩相一致,即,在混合分离离合器处于该位置中时电力牵引驱动装置在当前的调整阶段开始时所输送出的力矩。因此研究的是,在调整阶段之前和之后,电力牵引驱动装置的力矩是否具有相同的水平,由此,在获知接合点期间的干扰影响可以被排除,并且因此所获知的当前的接合点可以被用作对混合分离离合器进行控制的基础。
在实施方式中,在混合动力车辆的起动时,所计算出的接合点被用作先前已确定的接合点。使用这种计算出的接合点即使在第一次确定接合点时也能够实现,用于确定接合点的起动程序不会太长,以便接近实际的第一接合点。
本发明的改进方案涉及用于控制混合动力车辆的混合分离离合器的设备,其可以由静液离合促动器操作,其中,混合分离离合器布置在内燃机与电力牵引驱动装置之间。在这种设备中,混合分离离合器根据在本发明专利申请中实施的特征操控。
附图说明
本发明允许很多实施方式。其中一个实施方式应该借助附图所示的图形详细阐述。其中:
图1示出混合驱动装置的原理图;
图2示出在混合动力车辆第一次起动时按照根据本发明的方法确定接合点的原理图;
图3示出在混合动力车辆运行时按照根据本发明的方法确定接合点的原理图。
相同的特征以相同的附图标记标注。
具体实施方式
图1示出混合动力车辆的驱动系的原理图。该驱动系1包括内燃机2和电动机3。在内燃机2与电动机3之间,在内燃机2后面直接布置有混合分离离合器4。内燃机2和混合分离离合器4通过曲轴5相互连接。电动机3具有可转动的转子6和固定的定子7。混合分离离合器4的从动轴8与变速器9连接,变速器包含未进一步示出的联接元件,例如第二离合器或转矩变换器,其布置在电动机3与变速器9之间。变速器9将由内燃机2和/或电动机3产生的转矩传递到混合动力车辆的驱动轮10上。混合分离离合器4和变速器9在此形成变速器***11,变速器***由静液压促动器12操控。
此外假设,混合分离离合器4是不操作地封闭的离合器(常闭的)。但该方法也可以在没有大变动的情况下应用在“常开的”离合器中。在内燃机2与电动机3之间布置的混合分离离合器4被封闭,以便在混合动力车辆行驶期间利用由电动机3产生的转矩启动内燃机2,或者在助力运行模式(Boostbetrieb)期间利用驱动的内燃机2和电动机3行驶。混合分离离合器4在此由静电的离合促动器12操作。为了确保在内燃机2通过电动机3重新启动时由电动机3提供足够的转矩(电动机不仅通过驱动轮10在没有损失舒适度的情况下使混合动力车辆运动,而且实际上也同时启动内燃机2),需要对混合分离离合器4的离合器特性曲线的精确认知,其中基于促动器路径来描绘离合器力矩。离合器特性曲线的交叉点是接合点,接合点理解为混合分离离合器的如下位置,即,在其中,混合分离离合器的输入部件或输出部件的摩擦面相互摩擦接触。
接合点对于控制混合分离离合器来说是特别重要的,并且因此在混合动力车辆第一次起动期间确定,并且在混合动力车辆的行驶运行期间调整。接合点的确定在内燃机停机的情况下进行。为了获知接合点,安置到混合分离离合器4上的离合器额定力矩逐渐增大,直到在电动机3上可以检测到可配属于离合器额定力矩的驱动力矩。在此,前提是,混合分离离合器4处于打开的状态下,并且随后在观察电动机3的力矩的情况下缓慢地闭合,其中,包括电动机3的电力牵引驱动装置处于转速调节的运行中,即位于稳定的转速中。混合分离离合器4在如下情况时闭合,即,直到混合分离离合器4的输入和输出部件的摩擦作用面处于摩擦接触中,并且最小的力矩传递到电动机4上,该最小的力矩通过电动机3的相应的反应而检测到。该相应的反应是,通过电动机3来给定限定的力矩提高。
在混合动力车辆的首次起动时,开始进行起动以便确定第一接合点,第一接合点的确定应该借助图2详细阐述。起动程序在此由八个阶段构成,其中,在图2中,促动器路径s基于时间t描绘。虚线在此示出要期待的接合点tp。在阶段I中,混合分离离合器4打开,并且确定出电力牵引驱动装置的电动机3的力矩偏移值。通过闭合混合分离离合器4,电动机3的力矩提高特定的偏移值。
在阶段II中,混合分离离合器4在最小的接合点位置tpmin上结束,其中,最小的接合点位置tpmin已经通过计算确定。在调节出占据预定时间的最小的接合点位置时,进一步观察电力牵引驱动装置3的力矩。在随后的阶段III中,混合分离离合器4缓慢地闭合,其中,混合分离离合器4具有恒定的速度。在闭合混合分离离合器4期间,进一步观察电力牵引驱动装置的电动机3的力矩。随后到达阶段IV,在该阶段中,电力牵引驱动装置的电动机3的力矩超过预定的边界值。预先限定的边界值分阶段地通过循环运行阶段III和IV最大上升到接合点力矩,直到电力牵引驱动装置的电动机3示出最小接合点力矩的高度的力矩提高。在循环运行阶段III和IV时,将例如1牛顿、3牛顿或5牛顿的不同的力矩水平用作预先限定的边界值。因此,混合分离离合器4逐渐靠近接合点力矩。逐步接近在阶段V和VI中再次进行,其中,阶段V相应于阶段III,阶段VI相应于阶段IV。
在随后的阶段VII中,接合点tp通过在调节技术上的观察器进行调整,以确保混合分离离合器4是闭合的,以便在离合器力矩滞后时不会达到未限定的状态。通过仅闭合混合分离离合器4确保的是,混合分离离合器仅在滞后支路上动作。
最后,在阶段VIII中,混合分离离合器4又打开,并且检验电力牵引驱动装置的电动机3在起动过程结束时的力矩水平是否重新相应于电力牵引驱动装置的电动机在起动程序开始时输出的力矩水平。
在混合动力车辆行驶期间,调整阶段与在其中首次获知了接合点tp的起动程序相连,在调整阶段中,已确定的接合点tp被调整,以便考虑到接合点tp由于磨损、温度和类似情况导致的改变,且能够实现更精确地操控离合促动器12。
在混合动力车辆行驶期间进行接合点调整时使用起动程序,起动程序结合图2在混合动力车辆的首次起动时使用。因为通过第一次起动已经公知了第一接合点tp,所以像在图3中示出的那样,该第一接合点在阶段II中使用,以便使得混合分离离合器4运动到临近已公知的接合点位置。通过将混合分离离合器4快速运转到公知的接合点位置中,阶段I和II因此得到缩短。在此其也与阶段III相连,在该阶段III中,混合分离离合器4缓慢闭合,并且继续观察由电力牵引驱动装置的电动机3输出的力矩。因为由于已知了先前的接合点而已经可以相对近地接近当前的接合点tp,所以阶段III同样被缩短。取消用于识别接合点的循环重复,因此立即从阶段III过渡到阶段VI和阶段VII。在阶段VII中,接合点tp在此也通过在调节技术上的观察器被调整,而在阶段VIII中,混合分离离合器4打开,并且把在混合分离离合器4打开的情况下电力牵引驱动装置的电动机3在调整阶段结束时的力矩水平与在阶段I中在混合分离离合器4打开的情况下电力牵引驱动装置的电动机3的力矩水平作比较。像从图3看到的那样,在混合动力车辆行驶期间对当前的接合点tp的调整相对于第一次起动得到明显缩短。
代替完全通过观察器来重新计算接合点地,有利的是,将老的接合点朝向当前的接合点地改变。这具有平滑的作用,由此,错误确定的接合点仅具有很小的影响。当代替在调节技术上进行观察器地,接合点通过离合器特性曲线被计算出时,阶段VII可以完全取消。在使用电力牵引驱动装置的电动机3时,可以在正和负的转速中调整接合点。替选地,缩短的接合点程序也可以在相对内燃机接合时使用。
在所提出的接合点的确定中,在混合动力车辆的行驶运行期间以与在起动期间相同的方式来获知接合点。因为接合点通过第一次起动被精确地预先确定,所以可以直到临近要期待的当前的接合点时才闭合混合分离离合器4,并且然后进一步闭合,直到探测到限定的发动机力矩改变。
附图标记列表
1 驱动系
2 内燃机
3 电动机
4 混合分离离合器
5 曲轴
6 转子
7 定子
8 从动轴
9 变速器
10 驱动轮
11 变速器***
12 静液压促动器
Claims (9)
1.用于获知混合动力车辆的混合分离离合器的接合点的方法,所述混合分离离合器由静液离合促动器(12)操作,其中,所述混合分离离合器(4)使得内燃机(2)和电力牵引驱动装置(3)分离或连接,并且当探测限定的力矩提高时,从所述混合分离离合器(4)的在未操作的状态下所占据的位置出发,在观察所述电力牵引驱动装置(3)的力矩的情况下,通过缓慢地操作离合器来确定接合点,其特征在于,当前的接合点(tp)在混合动力车辆运行期间被调整,其中,为了在运行期间调整当前的接合点(tp)而使用起动程序,利用所述起动程序,在混合动力车辆的起动中获知第一接合点,其中,所述混合分离离合器(4)以临近的方式靠近先前已确定的接合点,并且所述混合分离离合器(4)从这个先前已确定的接合点出发进一步移动,直到探测到限定的力矩提高。
2.根据权利要求1所述的方法,其特征在于,在所述混合动力车辆的起动期间,利用所述起动程序获知所述混合分离离合器(4)的第一接合点,在混合动力车辆运行期间,在用于确定当前的接合点(tp)的第一调整期间所述第一接合点作为先前已确定的接合点被当作基础。
3.根据权利要求1或2所述的方法,其特征在于,使用最后确定的接合点作为先前已确定的接合点,所述最后确定的接合点在当前调整阶段的紧邻的前一调整阶段中被确定。
4.根据权利要求1、2或3所述的方法,其特征在于,当力矩提高的预定的边界值被超过时推断出即将限定的力矩提高,其中,预定的边界值以重复的方式如下地一直最大限度地上升到被提高的接合点力矩,即,直到由所述电力牵引驱动装置(3)输出的力矩提高最低限度地相应于所述接合点力矩的高度。
5.根据权利要求4所述的方法,其特征在于,所述混合分离离合器(4)的接合点在接合点力矩方面通过在调节技术上的观察器进行调整,所述接合点力矩相应于由所述电力牵引驱动装置(3)输出的力矩提高。
6.根据权利要求4所述的方法,其特征在于,所述混合分离离合器(4)的接合点在接合点力矩方面根据所述混合分离离合器(4)的特性曲线进行调整,所述接合点力矩相应于由所述电力牵引驱动装置(3)输出的力矩提高。
7.根据前述权利要求中至少任一项所述的方法,其特征在于,在接合点进行调整之后,所述混合分离离合器(4)返回到所述混合分离离合器在未操作的状态下所占据的位置中,其中,检验由电力牵引驱动装置(3)输送出的力矩是否与所述电力牵引驱动装置(3)的如下力矩相一致,即,在混合分离离合器(4)处于的所述位置中时所述电力牵引驱动装置在当前的调整阶段开始时输送出的力矩。
8.根据前述权利要求中至少任一项所述的方法,其特征在于,在混合动力车辆起动时,使用所计算出的接合点作为先前已确定的接合点。
9.用于控制混合动力车辆的混合分离离合器的设备,所述混合分离离合器能够由静液离合促动器(12)操作,其中,所述混合分离离合器(4)布置在内燃机(2)与电力牵引驱动装置(3)之间,其特征在于,能够按照根据权利要求1至8中至少任一项所述的方法来控制所述混合分离离合器(4)。
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Also Published As
Publication number | Publication date |
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WO2015188825A2 (de) | 2015-12-17 |
EP3155281B1 (de) | 2018-06-06 |
WO2015188825A9 (de) | 2016-03-24 |
WO2015188825A3 (de) | 2016-02-04 |
CN106415046B (zh) | 2018-11-27 |
DE112015002794A5 (de) | 2017-03-02 |
DE102014211381A1 (de) | 2015-12-17 |
EP3155281A2 (de) | 2017-04-19 |
US10337574B2 (en) | 2019-07-02 |
US20170067518A1 (en) | 2017-03-09 |
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