CN110190796B - 通过旋转电机辅助调节热力发动机的方法 - Google Patents
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- H—ELECTRICITY
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- H02P3/00—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters
- H02P3/06—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter
- H02P3/08—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing a dc motor
- H02P3/12—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing a dc motor by short-circuit or resistive braking
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
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- H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N2200/00—Parameters used for control of starting apparatus
- F02N2200/04—Parameters used for control of starting apparatus said parameters being related to the starter motor
- F02N2200/042—Starter torque
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Abstract
本发明主要涉及一种通过旋转电机(10)产生阻力扭矩来辅助调节热力发动机(11)的方法,其特征在于所述方法包括:‑接收阻力设定扭矩(Tcons)的步骤,特别是从发动机计算机(15)获得的阻力设定转矩;‑测量或估计由旋转电机(10)施加的阻力扭矩(Tem)的步骤;‑将阻力设定扭矩与所施加的阻力扭矩(Tem)进行比较的步骤,以确定扭矩差异;‑校正扭矩差异的步骤,以获得设定的激励电流;和‑当多相定子(18)的相(U,V,W)短路时,将对应于设定的激励电流(lexc_cons)的激励电流施加到绕线转子(19)的步骤,使得旋转电机(10)产生阻力扭矩。
Description
技术领域
本发明涉及一种用于通过旋转电机辅助调节机动车辆的热力发动机的方法。
背景技术
以已知的方式,可逆电机可以联接到热力发动机,特别是经由附属装置外表(accessories facade)。
该电机通常被称为交流发电机-起动器,可以以发电机模式操作,以便为车辆的电池再充电,以及以马达模式操作,以便为车辆提供扭矩。
发电机模式可以用于再生制动功能,其允许电机在制动阶段期间向电池供应电能。
马达模式尤其可以用于:根据交通状况停止和自动重新起动热力发动机的功能(所谓的用于停止和起动功能的STT);辅助调节热力发动机的功能;所谓的增压功能,其允许电机在热模式下行驶期间间歇性地辅助热力发动机;以及称为滑行的自由轮功能,这使得可以在没有驾驶员的明确行动的情况下自动断开牵引链,以降低发动机的速度或停止发动机,以便最小化燃料消耗以及污染物排放。
在实施辅助调节热力发动机的功能的过程中,对设定扭矩的不良控制会引起各种问题。因此,不充分的扭矩的采集引起热力发动机的振动并因此引起车辆的振动,而过量的扭矩的采集易于损坏热力发动机的附属装置外表上的单元。
发明内容
本发明的目的是经由闭环中的扭矩控制来改善辅助调节热力发动机的阶段期间的扭矩控制,同时尽可能地限制使用开发起来耗费时间并且占据大的内存空间的绘图(cartographies)。
更具体地,本发明的主题是一种通过旋转电机产生阻力扭矩来辅助调节热力发动机的方法,所述旋转电机包括:
-绕线转子,其设计为具有穿过它的激励电流;和
-包括多个相的多相定子,其特征在于,所述方法包括:
-接收阻力设定扭矩的步骤,特别是从发动机计算机获得的阻力设定转矩;
-测量或估计由旋转电机施加到热力发动机的曲轴的阻力扭矩的步骤;
-将阻力设定扭矩与所施加的阻力扭矩进行比较的步骤,以确定扭矩差异;
-校正扭矩差异的步骤,以获得设定的激励电流;和
-当多相定子的相短路时,将对应于设定的激励电流的激励电流施加到绕线转子的步骤,使得旋转电机产生阻力扭矩。
根据一个实施例,根据转子的旋转速度、测量的激励电流和多相定子的内阻估计阻力扭矩。
根据一个实施例,内阻根据测量或估计的定子的温度确定。
根据一个实施例,所述方法包括从定子的激励电流确定转子的磁通量平方、正交定子电感平方、以及直流定子电感和正交定子电感的乘积的步骤。
根据一个实施例,以下数据:转子的磁通量平方、正交定子电感平方、以及直流定子电感和正交定子电感的乘积每一个通过对应的绘图确定,其特别地具有维度。
根据一个实施例,所述方法包括根据转子的旋转速度确定电气速度的步骤。
根据一个实施例,阻力扭矩由以下公式估算:
-Tem是估计的阻力扭矩;
-ω是旋转电机的电气速度;
-Rs是多相定子的内阻;
-Φ0是转子的磁通量;
-Lq是正交定子电感;
-Ld是直流定子电感;
-npp是极对的数量;和
根据一个实施例,通过霍尔效应模拟传感器测量转子的旋转速度。
本发明还涉及一种控制模块,其包括存储器,该存储器存储用于实施如先前定义的方法的软件指令。
本发明还涉及一种用于旋转电机的控制模块,其特征在于,它包括被配置为实施如前所述的用于估计由旋转电机产生的直流电流的方法的可编程逻辑电路或集成电路。
附图说明
通过阅读以下描述并查阅伴随的附图可以更好地理解本发明。这些附图纯粹是以说明的方式而提供的,而绝不限制本发明。在附图中:
图1是实施根据本发明的用于估计在辅助调节热力发动机的阶段期间施加的扭矩的方法的交流发电机的功能示意图;
图2是根据本发明在辅助调节热力发动机的阶段期间由旋转电机施加的扭矩的估计器的示意图;
图3是根据本发明的扭矩估计器的主要模块的功能示意图;
图4是模块的功能示意图,该模块使得可以处理用于估计旋转电机所施加的扭矩的公式;
图5是根据本发明在辅助调节热力发动机的阶段期间在闭环中的旋转电机的扭矩控制的示意图。
具体实施方式
相同、相似或类似的元件从一个图到另一个图保留相同的参考。
图1示意性地示出根据本发明的交流发电机-起动机10。交流发电机-起动机10设计成安装在车辆中,该车辆包括连接到电池12的车载电网。车载网络可以是12V、24V或48V类型的。交流发电机-起动机10借助于带有植入附属装置外观的链或带11'的***以本身已知的方式联接到热力发动机11。
另外,交流发电机-起动机10可以根据例如LIN(局域互连网络)类型或CAN(控制器区域网络)类型(其是串联***总线)的通信协议与发动机计算机15通信。
交流发电机-起动机10可以以交流发电机模式(也称为发电机模式)或马达模式操作。
特别地,交流发电机-起动器10包括电子技术部件13和控制模块14。
更具体地,电子技术部件13包括电枢元件18和电感器元件19。根据一个示例,电枢18是定子,并且电感器19是包括激励线圈20的转子。定子18包括多个相在所涉及的示例中,定子18包括三个相U、V和W。作为变型,对于五相机器,相数/>可以等于5,对于六相或双三相机器,相数/>可以等于6,对于七相机器,相数/>可以等于7。定子18的相可以以三角形或星形的形式联接。还可以设想三角形和星形联接的组合。
控制模块14包括激励电路141,其包括斩波器以产生激励电流,该激励电流被注入到激励线圈20中。激励电流可以例如通过霍尔效应传感器测量。
转子19的角位置和角速度的测量可以通过霍尔效应模拟传感器H1、H2、H3以及与转子19一体旋转的相关联的磁靶25来执行。
控制模块14还包括控制电路142,控制电路142根据从发动机计算机15获得并经由信号连接器24接收的控制信号控制逆变器26。
逆变器26具有臂,每个臂包括两个开关元件,这使得可以根据它们的打开或闭合状态将定子18的对应的相U、V、W选择性地连接到接地或电池12的供电电压B+。开关元件优选地是MOSFET类型的功率晶体管。
在下文中参考图2和3描述根据本发明的用于估计在辅助调节热力发动机11的阶段期间由旋转电机10施加到热力发动机11的曲轴的阻力扭矩Tem的方法。控制模块14可以包括存储器,其存储用于其实现的软件指令。作为变型,控制模块14包括配置用于实现根据本发明的方法的:可编程逻辑电路,例如以FPGA(现场可编程门阵列)或CPLD(复杂可编程逻辑器件)的形式;或集成电路,例如ASIC(专用集成电路)。
更具体地,模块14根据测量的旋转速度Wmel_mes、测量的激励电流lexc_mes以及多相定子18的内阻估计阻力扭矩Tem。通过上述霍尔效应传感器H1、H2、H3测量旋转速度Wmel_mes。激励电流lexc_mes通过相应的霍尔效应传感器测量。内阻Rs根据测量或估计的定子18的温度确定。
为此,根据转子的激励电流lexc_mes确定转子的磁通量平方Φ0 2,正交定子电感平方Lq2,以及直流定子电感Ld和正交定子电感Lq的乘积。
因此,激励电流lexc_mes被施加到绘图C1的输入端,其维度使得可以在输出端获得转子的磁通量Φ0 2。激励电流lexc_mes被施加到绘图C2的输入端,其维度使得可以在输出端获得正交定子电感平方Lq2。激励电流lexc_mes被施加到绘图C3的输入端,其维度使得可以在输出端获得直流定子电感和正交定子电感的乘积Ld*Lq。
模块M2使得可以根据转子的旋转速度Wmel_mes确定电气速度。
图4中所示的模块M3使得可以根据上述输入估计阻力扭矩Tem。
为此目的,功能块B1使得可以获得以下表达式:
Rs2+ω2.Lq2
功能块B2、B3、B4、B5使得可以获得以下表达式:
Rs2+ω2.Lq2
功能块B6、B7和B8使得可以获得以下表达式:
(Rs2+ω2.LdLq)2
然后,模块B9和B10可以从以下公式推导出阻力扭矩Tem:
-ω是旋转电机的电气速度;
-Rs是多相定子18的内阻;
-Φ0是转子19的磁通量;
-Lq是正交定子电感;
-Ld是直流定子电感;
-npp是极对的数量;和
在下文中参考图5描述调节回路30,该调节回路30使得可以在辅助调节热力发动机11的阶段期间控制由电机10施加到热力发动机的曲轴的阻力扭矩Tem。
为此,比较器Comp将阻力设定扭矩Tcons与电机施加的阻力扭矩Tem进行比较,以确定扭矩差异E。
由旋转电机10接收到的阻力设定转矩Tcons特别是从发动机计算机15获得。作为变型,设定扭矩Tcons可以由电机10产生。
在所示的示例中,借助于先前描述的模块M1估计由旋转电机10施加到热力发动机的曲轴的阻力扭矩Tem。作为变型,阻力扭矩Tem可以通过扭矩计测量,或者通过其他类型的算法估计。
模块M4确保校正扭矩差异E,以便获得设定的激励电流lexc_cons。校正可以例如是PI类型(比例和积分)或PID类型(比例积分和微分)。
然后,对应于设定激励电流lexc_cons的激励电流被施加到绕线转子19,而多相定子18的相被短路,使得电机产生阻力扭矩Tem。
为此目的,将设定的激励电流lexc_cons施加到调节模块,该调节模块以已知的方式包括比较器,以便将施加到转子19的激励电流lexc_mes的值与设定电流lexc_cons进行比较,以便确定差异。该电流差异施加到校正器的输入端,校正器例如PI类型(比例和积分)或PID类型(比例积分和微分),以便从中推导出传输到转子19的线圈的激励电路141的占空比。
可以理解的是,前面的描述纯粹是以示例的方式提供的,并不限制本发明的范围,通过任何其它等同替换不同元件将不会构成从本发明的范围的偏离。
另外,本发明的不同特征、变体和/或实施例可以根据各种组合彼此相关联,只要它们不是不相容的或相互排斥的。
Claims (11)
1.一种通过旋转电机(10)产生阻力扭矩来辅助调节热力发动机(11)的方法,所述旋转电机(10)包括:
绕线转子(19),其设计为具有穿过它的激励电流(lexc_mes);和
包括多个相(U,V,W)的多相定子(18),
其特征在于,所述方法包括:
接收阻力设定扭矩(Tcons)的步骤;
测量或估计由旋转电机(10)施加到热力发动机(11)的曲轴的阻力扭矩(Tem)的步骤;
将阻力设定扭矩(Tcons)与所施加的阻力扭矩(Tem)进行比较的步骤,以确定扭矩差异(E);
校正扭矩差异(E)的步骤,以获得设定的激励电流(lexc_cons);和
当多相定子(18)的相(U,V,W)短路时,将对应于设定的激励电流(lexc_cons)的激励电流施加到绕线转子(19)的步骤,使得旋转电机(10)产生阻力扭矩,
其中阻力扭矩(Tem)从以下公式估算:
-Tem是估计的阻力扭矩;
-ω是旋转电机(10)的电气速度;
-Rs是多相定子(18)的内阻;
-Φ0是转子(19)的磁通量;
-Lq是正交定子电感;
-Ld是直流定子电感;
-npp是极对的数量;
-w是转子的旋转速度。
2.根据权利要求1所述的方法,其特征在于,所述阻力设定扭矩是从发动机计算机(15)获得的。
3.根据权利要求1所述的方法,其特征在于,根据转子的旋转速度(Wmel_mes)、测量的激励电流(lexc_mes)和多相定子(18)的内阻(Rs)估计阻力扭矩(Tem)。
4.根据权利要求3所述的方法,其特征在于,内阻(Rs)根据测量或估计的定子(18)的温度确定。
5.根据权利要求3所述的方法,其特征在于,所述方法包括从定子的激励电流(lexc_mes)确定转子的磁通量(Φ0)的平方、正交定子电感(Lq)的平方、以及直流定子电感(Ld)和正交定子电感(Lq)的乘积的步骤。
6.根据权利要求5所述的方法,其特征在于,以下数据中的每一个通过对应的绘图(C1,C2,C3)确定:转子磁通量(Φ0)的平方、正交定子电感(Lq)的平方、以及直流定子电感(Ld)和正交定子电感(Lq)的乘积。
7.根据权利要求6所述的方法,其特征在于,所述绘图具有维度。
8.根据权利要求3至7中任一项所述的方法,其特征在于,所述方法包括根据转子的旋转速度(Wmel_mes)确定电气速度(ω)的步骤。
9.根据权利要求1至7中任一项所述的方法,其特征在于,通过霍尔效应模拟传感器(H1、H2、H3)测量转子的旋转速度(Wmel_mes)。
10.一种控制模块,包括存储用于实施根据权利要求1至9中任一项所述的方法的软件指令的存储器。
11.一种用于旋转电机的控制模块(14),其特征在于,所述控制模块包括被配置为实施如权利要求1至9中任一项所述的通过旋转电机(10)产生阻力扭矩来辅助调节热力发动机(11)的方法的可编程逻辑电路或集成电路。
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