CN1077953C - 混合动力汽车的驱动***和这种***的控制方法 - Google Patents
混合动力汽车的驱动***和这种***的控制方法 Download PDFInfo
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Abstract
混合动力汽车的驱动***包括发电机组,产生供驱动机组使用的直流电流。驱动机组具有驱动汽车的至少一个驱动轮的电动机。驾驶员用加速器发出功率设定值信号,将其提供给用比较少的传感器的简单和稳定的调节装置使用。设定位信号供给对发电机组的热机。发电机及AC/DC转换器起作用的第一调节器件使用。第二调节器件按照供电电路的电压相对理想电压变化调节从属于发电机组的驱动机组的功率,且不考虑来自加速器的信号。
Description
本发明涉及混合动力汽车驱动***的控制方法,上述***包括:
-由设有动力调节元件的热机,以及由热机驱动的发电机装置构成的发电机组,用于产生功率可调的直流供电电流,
-由上述供电电流供电的驱动机组,并且具有至少一个电动机,用于驱动汽车的至少一个驱动轮,以及
-由汽车驾驶员操作的一个加速器,用于获得第一给定值信号。
本发明还涉及一种混合动力汽车的驱动***,特别是用于实施上述方法的驱动***,该***包括:
-由设有动力调节元件的热机,以及由热机驱动的发电机装置构成的发电机组,用于产生功率可调的直流供电电流。
-由上述供电电流供电的驱动机组,并且具有至少一个电动机,用于驱动汽车的至少一个驱动轮,
-由汽车驾驶员操作的一个加速器,用于荻得第一给定值信号,以及
-调节装置,用于按照上述第一给定值信号的函数调节电动机的功率。
WO93/07022号专利公开提出了一种串联混合型的这类驱动***,其中的发动机包括一个热机,一个无刷多相发电机,和一个受到电压调节器监视的电子转换器,用于提供直流供电电流。驱动机组包括一或多个驱动机组,它们各自包括一个电牵引转换器和一个无刷多相电动机。用一个电子控制装置响应加速踏板,并响应各个传感器提供的信号,并且参考一个存储器来总体地调节***的操作,在存储器中包含热机的一或多个特性参数的数据。该装置按照加速器位置的函数通过节流阀来控制热机的功率,通过电源转换器控制发机的阻力转矩,并且通过牵引转换器控制电动机的功率。
这种***的固有缺陷在于其调节装置非常复杂,该装置需要包括大量不同类型的传感器,并且需要结合若干个期望值和必须彼此协调的复杂的不同调节参数来处理传感器信号。在汽车中很重要的过渡状态下,这种协调特别复杂。如果发动机组还包括用于提供平衡供电电流的蓄电池,就会变得更加复杂。
另外,公知的***通常需要使用并不很精确的电流传感器,这样就会在调节中引入误差余量,并且通常需要附加的调节来保证稳定性。因此,这种现状需要有一种简单的控制方法,使用较少的传感器,并且尽量避免使用电流传感器。
WO94/27837号专利公开提出了一种相对简单的***,该***为发动机组和驱动机组提供了两个不同的控制电路,各自使用相应机组的发动机或电动机的速度信号和加速器提供的给定值信号。两个机组操作状态的协调是通过设在两个机组之间的功率调节电路来实现的。根据来自热机的功率信号和来自加速器的给定值信号之间的比较,这一电路在需要加速时把直流供电电路切换到并联电阻,而在需要减速时切换到串联电阻的。这种作用的效果是在保持热机按照“节流阀全开”的状态转动的同时改变发动机的阻力矩。这样,控制差驱动机组的发动机组的反应就比较慢,从样会影响到车辆的性能。另外,电阻会造成一定的能量消耗。此外,由于热发动机一直保持高速,从噪声,燃料消耗和驱动舒适等各方面看都是有缺点的。
本发明的目的是提供一种允许使用比较简单的调节装置的驱动***和控制方法,使用比较少的传感器,并且误差余量较小,还能够用同一种调节方式适应不同的驱动***结构。特别是在有无电池连接到供电电路时都应该能够采用相同的调节原理。
为了实现上述目的,本发明涉及一种上述类型的方法,其特征是,为了控制电动机的功率,根据第一给定值信号和热机的速度调节发动机组,从而调节上述供电电流的功率,并且在不考虑第一给定值信号的条件下控制供电电流的有功功率来调节驱动机组。
最好测量上述供电电流的电压,并且根据上述电压来条件驱动机组的功率。
因此,本发明的原理是,首先,加速器的作用是调节发动机组,该机组的反应最慢,同时按照电源的单一参数的函数独立并自动地调节驱动机组。后一种调节几乎是瞬时的,因此,驱动机组的操作从属于发动机组,永远跟随着发动机组的操作状态。由于测量参数最好是供电电压,便于实现精确和稳定的调节。换句话说,供电电压的变化反映了供电电流的功率与驱动机组需要的功率之间的不平衡,检测这种变化并用来控制驱动机组。
在另一方面,本发明还涉及上述类型的一种***,其特征是调节装置包括对发动机组起作用的第一调节器件,按照第一给定值信号的函数调节上述供电电流的功率,以及对驱动机组起作用的第二调节器件,按照上述供电电流的一个参数的函数来调节电动机的功率,这一参数最好是采用电压。
从以下结合附图用举例的方法对不同实施例的详细说明中可以看到本发明的其他特征是优点,在附图中:
-图1是一个总体形式的简化示意图,表示本发明的驱动***;
-图2是本发明第一实施例的示意图;
-图3是表示图2中一个元件的变更实施例;
-图4表示本发明的第二实施例;以及
-图5表示本发明的第三实施例。
参见图1,这种驱动***属于公知类型的汽车串联混合驱动***。它包括由热机构成的发动机组1,以及向双线供电电路2提供直流电流Io的发电机装置,其直流电压为Uo。这一电路向具有至少一个电动机的驱动机组3供电,用电动机通过轴5或其他的机械传动装置驱动至少一个驱动轮4。当然,汽车通常包括若干个驱动轮,可以由同一个电动机驱动,也可以用独立的电动机驱动,这些电动机在本文中统称为驱动机组3。由于这种方案是本领域技术人员公知的,为了便于说明,此处只说明了一个电动机和一个车轮。
驾驶员通过加速器6来控制汽车的功率或速度,例如通过与行驶传感器7相连的一个踏板,行驶传感器可以提供代表功率的第一设定值信号Sc,并且通过调节装置对驱动***起作用。在本发明中把这些装置划分成与发动机组1相联系的第一调节器件8,以及与驱动机组3相联系的第二调节器件9。如图1中所示,第一调节器件8接收设定值信号Sc和一或多个代表发动机组操作状态的信号,特别是代表热机速度的信号Sng,并且用该信号驱动发动机。器件8随着接收到的信号向发动机1提供一或多个控制信号Sg,根据加速器6的位置以及其位置可能出现的变化来调节供电电流Io的功率。如下文中所述,器件8还可以采用其他参数。
另一方面,第二调节器件9基本上根据可以通过供电电路2获得的功率来调节驱动机组3。在以下的最佳实施例中,器件9接收电压传感器11提供的测量信号SUo,该信号代表供电电流Io的直流有效电压Uo。该信号可以等于电压本身,或是例如等于一定比例的电压。器件9还接收代表电压Uo的参考值或理想值Uoc的第二设值信号SUoc。该信号是由元件12提供的,元件12例如是一个连接到器件9的电路,或是作为驱动***控制装置一部分的另一种形式的电路。第二调节器件9根据两个信号SUo和SUoc之间的比较结果推算出至少一个第二控制信号Sp,将其提供给驱动机组3,用于调节其功率,从而使供电电压Uo随时恢复到由第二设定值信号SUoc代表的理想值。
因此,第二调节器件9对驱动机组3的调节的是很快的方式执行的,几乎是瞬时的,而第一调节器件8对发动机组1的调节则慢得多,这是由为机组的惯性,特别是热发动机和发电机转动惯量的惯性。驱动机组3不是由来自加速器6的第一设定值信号Sc直接控制的,而是通过发动机组1对直流供电电压Uo变化的反应来控制的。因此,驱动机组的操作从属于发动机组1。
换句话说,这种***按照链式的原理操作:对利用热机产生一定的能量进行控制,把能量转换成直流电能提供给供电电路2,并且最终由驱动机组3把吸收的能量转换成机械能输送给各个驱动轮4。
这种操作方式保证了***的稳定性,因为各个元件适应链路中位于前级的元件,因而在***中没有***输出和输入之间的反馈。为确保***稳定性以及在所有情况下优化操作所需的条件仅是要求链路中越是处在下一组***元件的反应时间就必须越快。这是在上述***中的情况,这种条件在该***中是容易满足的,因为***中最慢的元件是热发动机。对于其他元件来说,器件的反应时间可以通过电子装置及其各自的调节装置来改变。
另外,由于***可以用较少的传感器来实现,并且在必要时不使用电流传感器,从而就避免了前述的缺陷。
图2表示了图1中驱动***最佳实例的进一步细节。
发动机组1包括任意型号的可调节的热发动机20,例如具有功率调节元件21的一种0too发动机,调节元件21例如是一个节流阀或喷射装置。发动机20还可以是柴油发动机,燃气轮机,或是其他类型。发动机的输出轴22与一个提供信号Sng的速度传感器23相联系,并且驱动一个发电机24,发电机24最好采用同步发电机或无刷电机,它向电子电源转换器25提供交流电流IGph。后者把交流电流(AC)转换成电压为Uo的直流供电电流(DC)提供给供电电路2。在驱动机组3中,这一电流向电子牵引转换器26供电,它构成一个逆变器,向一或多个电动机27提供强度为Imph的三相交流牵引电流,用电动机的轴5驱动相应的驱动轮。这种结构类似于专利公开WO93/07022中所述的情况,其区别仅是在这种情况下如果有若干个电动机,就应该用的第二调节器件9控制的同一牵引转换器26向所有电动机供电。电动机27具有提供第二速度信号Snp的速度传感器28。
第一调节器件8最好包括一个安全单元30,它接收第一设定值信号Sc,并且在必要时按照发动机组3容许的功率降低该信号,从而提供校正的调节值信号Scc。这种校正的目的是在电动机27转速较低时按照公知的方式限制供电功率,以便避免驱动机组中电流过大。为实现这一目的,安全单元30使用了第二速度信号Snp,因为该信号容易获得,但是也可以使用其他信号,特别是根据转换器26产生的频率或是直接利用信Sc的一种预定函数。信号发生单元引接收校正设定值信号Scc,并且可以利用存储的数值表或是一个模糊逻辑器件提供一对中间信号Smc和Snc,用于确定由热机20和发电机24构成的发动机组的转矩和速度应该达到的最佳静态值。
信号Snc是由暂态控制单32处理的,它提供作为时间函数的功率变化规律,以便以最佳的状态从先前的静态操作状态过渡到由加速器6确定的新的理想静态。上述最佳状态涉及到例如热机速度的快速增加,热机的具体能耗,散发的污染等等,这些参数可以由热机的特性参数来体现,这些特性参数可以存储在一个表中,或是由一个模糊逻辑器件来提供。单元32由此提供一个信号Snt,它是来自发动机组1的暂态速度指令。
信号Snt被提供给热机转矩调节单元33,该单元还接收信号Smc和Sng,并且提供第一控制信号Sgt,用于确定发动机20的控制元件21的瞬时位置。阻力矩调节单元34也接收信号Snt,该单元产生一个作用在电源转换器25上的第二控制信号Sgn,以便调节交流电流Igph,该电流Igph确定了发电机24作用在发动机20上的阻力矩Mg。转换器25的输出电压Uo基本上是恒定的,但是在驱动组3消耗的电功率过高或过低时也会上下波动,特别是在暂态过程中。
第二调节器件9与上述参照图1说明的器件相对应。在供电电压Uo的有效值与理想电压值Uoc之间存在在差别的情况下,用于比较信号SUo和SUoc的一个调节单元36按照公知的方式向牵引转换器26提供控制信号Sp,其作用例如是改变提供给电动机27的交流电流的电压和/或频率。这种作用使电压Uo迅速达到理想电压Uoc,并且与电动机27以及汽车本身的速度无关。
值得注意的是,该***是在没有任何电流传感器的条件下工作的,这样就避免了上述的的精度差和不稳定问题。
图3表示第一条件器件8的另一实施例,其中单元31和32的位置相对于图2被颠倒了。单元32接收校正的设定值信号Scc,并且向单元31提供暂态设定值信号Sct,单元31产生代表发动机20转速和转矩最佳暂态值的信号Smc和Snt。另外,单元34还接收测量的发动机组速度信号Sng。在以下的实施例中也可以采用这种变更。
在按照图4的驱动***实施例中实际上用相同的标号表示了图2中所示的所有元件。其基本差别在于增加了蓄电池40,它可以向供电电路2提供补充(top-up)电流,并且在必要时通过吸收由电源转换器25产生的一部分电流而对自身充电,或是吸收通过电动机27的制动产生的反馈电流来充电。在预见到这种制动时,镇流装置41也可以连接到电源电路上,它可以使用电池40不能吸收的电流。这种镇流装置按照公知的方式可以包括用发热的方式消耗电能的电阻,或是动能或热能储能器。电池40和镇流装置41受到电子管理单元42的控制,该单元根据一或多个信号Sb来确定电池40的充电状态,并且在供电电压Uo超过一个门限值时通过一个信号SUomax接通镇流装置41,上述门限值取决于电池40的充电状态。管理单元42还向驱动机组3的调节器件9提供理想电压信号SUoc。假定电池40端子上的开路电压取决于其充电状态,电源电压Uo也随着这一充电状态而变化,而管理单元42在产生理想信号SUoc时必须考虑到这些因素。
本领域的技术人员应该知道,为了按照***操作状态和驾驶员发出的指令以最佳方式来管理电池40,管理单元42也可以接收其他测量信号或理想信号。
本发明的应用并不仅限于串联式的混合力汽车。举例来说,图5表示了一种现存的混合式(串联和并联)驱动***,采用与按照图2通过电动机27的电力驱动***并联的形式,由设在热机20与传动轴51之间的一个纯机械驱动***50通过一个减速器(未示出)按公知的方式驱动主动轮。***50包括第一辅助轴52,它通过任意的传动装置53,离合器54,第二辅助轴55以及把两个轴5和55连接到轴51的传动箱56连接到驱动轴22。有可能仅仅通过第一调节器件8就能控制两个***之间的功率分配,特别是可以用单元34调节发电机的阻力矩。当然,在图4所示的***中也可以增加这种机构***。
尽管在图2至5所示的实施例中包括了连接到各自的转换器25和26的交流电机24和27,本发明的原理还可以应用于其他类型的电机,特别是在发动机组1或驱动机组3中可以使用直流电机。在这种情况下,利用控制信号Sgn和Sp的调节可以按公知的方式对电机的励磁电流起作用。
Claims (12)
1.混合动力汽车驱动***的控制方法,上述***包括:
-由设有动力调节元件的热机,以及由热机驱动的发电机装置构成的发电机组(1),用于产生功率可调的直流供电电流,
-由上述供电电流供电的驱动机组(3),并且具有至少一个电动机,用于驱动汽车的至少一个驱动轮,以及
-由汽车驾驶员操作的加速器(6),用于获得第一给定值信号(Sc),
其特征是,为了控制电动机的功率,根据第一给定值信号(Sc)和热机的速度调节发电机组,从而调节上述供电电流的功率,并且在不考虑第一给定值信号的条件下按照供电电流的有功功率来调节驱动机组。
2.按照权利要求1的方法,其特征是测量上述供电电流的电压(Uo),并且根据上述电压调节驱动机组。
3.一种混合动力汽车的驱动***,特别是用于实施权利要求1所述方法的驱动***,该***包括:
-由设有动力调节元件(21)的热机(20)以及由热机驱动的发电机装置(24,25)构成的发电机组(1),用于产生功率可调的直流供电电流,
-由上述供电电流供电的驱动机组(3),并且具有至少一个电动机(27),用于驱动流车的至少一个驱动轮(4),
-由汽车驾驶员操作的加速器(6),用于获得第一给定值信号(Sc),以及
-调节装置,用于按照上述第一给定值信号的函数调节电动机的功率,
其特征是,调节装置包括对发电机组(1)起作用的第一调节器件(8),按照第一给定值信号(Sc)的函数调节上述供电电流的功率,以及对驱动机组(3)起作用的第二调节器件(9),按照上述供电电流的一个参数(Uo)的函数来调节电动机的功率。
4.按照权利要求3的驱动***,其特征是上述参数是电压(Uo),第二调节器件包括一个电压传感器(11),用来提供代表上述电电流的电压的测量信号(SUo)。
5.按照权利要求4的驱动***,其特征是上述驱动机组(3)包括一个电子牵引转换器(26),用于接收上述供电电流并且向电动机(27)供电,并且其中的第二调节器件(9)包括一个调节单元(36),用于接收测量信号(SUo),并且按照测量信号的函数向牵引转换器提供控制信号(Sp)。
6.按照权利要求5的驱动***,其特征是上述调节单元(36)进一步接收代表参考电压的第二设定值信号(SUoc),并且根据测量信号与第二设定值信号之间的比较的函数提供上述控制信号(Sp)。
7.按照权利要求6的驱动***,其特征是上述第二设定值信号(SUOc)具有预定的固定值。
8.按照权利要求6的驱动***,其特征是发电机组(1)包括一个蓄电池(40),并且其中的调节装置包括一个装置(42),用于根据上述蓄电池的充电状态确定第二设定值信号(SUoc)。
9.按照权利要求3的驱动***,其特征是发电机装置包括一个直接由热机(20)驱动的发电机(24),并且向提供上述供电电流的电子电源转换器(25)提供交流电流,并且其中第一调节器件(8)接收代表热机有效速度的第一速度信号(Sng),并且向热机的调节元件(21)提供第一控制信号(Sgt),并向电源转换器(25)提供第二控制信号(Sgn)。
10.按照权利要求9的驱动***,其特征是第一调节器件(8)包括:
-一个安全单元(30),它接收第一设定值信号(Sc),并且根据发动机组(1)许可的功率的函数提供一个校正的设定值信号(Scc),
-一个信号发生单元(31),其作用是接收校正的设定值信号(Scc,Sct),并且提供代表限定了热机(20)最佳状态的两个参数的至少两个中间信号(Smc,Snc,Snt),以及
-分别提供第一和第二控制信号(Sgt,Sgn)的发动机转矩调节单元(33)和阻力矩调节单元(34)。
11.按照权利要求10的驱动***,其特征是第一调节器件(8)包括一个装置(32),用于限定上述第一和第二控制信号(Sgt,Sgn)的暂态变化。
12.按照权利要求3的驱动***,其特征是还包括设在热机(20)和上述至少一个驱动轮(4)之间的机械传动***(50)。
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CN102334244B (zh) * | 2009-02-26 | 2014-01-01 | 丰田自动车株式会社 | 插头变换适配器 |
JP2013059171A (ja) * | 2011-09-07 | 2013-03-28 | Kobe Steel Ltd | 動力伝達装置及び動力伝達方法 |
EP3017995A1 (en) * | 2014-11-05 | 2016-05-11 | ABB Technology Oy | Adjustment method for speed-controlled electronic drive and apparatus for implementing the same |
FR3083765B1 (fr) * | 2018-07-16 | 2020-06-19 | Renault S.A.S. | Procede de pilotage d’un groupe motopropulseur hybride d’un vehicule automobile |
Family Cites Families (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4470476A (en) * | 1981-11-16 | 1984-09-11 | Hunt Hugh S | Hybrid vehicles |
DE4133059A1 (de) * | 1991-10-04 | 1993-04-08 | Mannesmann Ag | Antriebsanordnung fuer ein kraftfahrzeug |
CH687307A5 (fr) * | 1992-07-01 | 1996-11-15 | Smh Management Services Ag | Ensemble de propulsion d'un véhicule. |
DE4344053B4 (de) * | 1993-01-08 | 2005-06-16 | Volkswagen Ag | Verfahren zum Betrieb eines Hybridfahrzeugs und Vorrichtung zum Durchführen des Verfahrens |
FR2705928B1 (fr) * | 1993-06-02 | 1995-07-21 | Smh Management Services Ag | Véhicule automobile à traction électrique. |
JP3094745B2 (ja) * | 1993-09-24 | 2000-10-03 | トヨタ自動車株式会社 | ハイブリッド車の発電制御装置 |
DE69503291T2 (de) * | 1994-04-19 | 1999-03-18 | Swatch Group Man Serv Ag | Hybridfahrzeug |
-
1996
- 1996-01-05 FR FR9600094A patent/FR2743343B1/fr not_active Expired - Lifetime
- 1996-12-18 AT AT96120328T patent/ATE234746T1/de active
- 1996-12-18 EP EP96120328A patent/EP0782940B1/fr not_active Expired - Lifetime
- 1996-12-18 DE DE69626770T patent/DE69626770T2/de not_active Expired - Lifetime
- 1996-12-24 AU AU76507/96A patent/AU7650796A/en not_active Abandoned
- 1996-12-26 JP JP35649896A patent/JP4028015B2/ja not_active Expired - Fee Related
-
1997
- 1997-01-03 KR KR1019970000007A patent/KR970058983A/ko not_active Application Discontinuation
- 1997-01-03 US US08/778,346 patent/US5924505A/en not_active Expired - Lifetime
- 1997-01-03 CA CA002194320A patent/CA2194320A1/fr not_active Abandoned
- 1997-01-03 BR BR9700011A patent/BR9700011A/pt active Search and Examination
- 1997-01-04 CN CN97101830A patent/CN1077953C/zh not_active Expired - Fee Related
Also Published As
Publication number | Publication date |
---|---|
US5924505A (en) | 1999-07-20 |
KR970058983A (ko) | 1997-08-12 |
FR2743343A1 (fr) | 1997-07-11 |
CA2194320A1 (fr) | 1997-07-06 |
AU7650796A (en) | 1997-07-10 |
CN1161408A (zh) | 1997-10-08 |
EP0782940B1 (fr) | 2003-03-19 |
FR2743343B1 (fr) | 1998-02-13 |
EP0782940A1 (fr) | 1997-07-09 |
JP4028015B2 (ja) | 2007-12-26 |
ATE234746T1 (de) | 2003-04-15 |
JPH09322304A (ja) | 1997-12-12 |
DE69626770T2 (de) | 2004-02-05 |
BR9700011A (pt) | 1998-11-10 |
DE69626770D1 (de) | 2003-04-24 |
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