CN110770059A - 用于生成车辆的动力传动系的电动机器的扭矩设定点的方法及车辆的动力传动系 - Google Patents

用于生成车辆的动力传动系的电动机器的扭矩设定点的方法及车辆的动力传动系 Download PDF

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CN110770059A
CN110770059A CN201880039049.4A CN201880039049A CN110770059A CN 110770059 A CN110770059 A CN 110770059A CN 201880039049 A CN201880039049 A CN 201880039049A CN 110770059 A CN110770059 A CN 110770059A
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torque
machine
ratio
vehicle
electric
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CN110770059B (zh
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N·本贝尔迪
L·梅里耶纳
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Renault Stock Co
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Renault Stock Co
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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
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
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    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract

一种用于生成用于车辆的动力传动系(GMP)的电动机器(ME，HSG)的扭矩设定点的方法，该动力传动系包括至少一个具有受控牙嵌式离合器的变速箱、能够以两个单独的变速比将扭矩传递至该车辆的车轮的主电动机器(ME)、以及能够在该主机器比率变化期间向车轮提供补偿扭矩的副电动机器(HSG)，其中，在所建立的比率引入在这两个电动机器上的最大扭矩和最小扭矩是根据共享供电电池的预测未来状态来计算的，其特征在于，在预期该主机器(ME)比率变化时，预先对这两个电动机器的扭矩引入比所建立的比率的限制更严格的新限制，以确保通过该副机器(HSG)补偿扭矩而使得该主机器(ME)在比率变化期间同步到新比率而不会间断。

Description

用于生成车辆的动力传动系的电动机器的扭矩设定点的方法 及车辆的动力传动系
技术领域
本发明涉及对电动或混合动力车辆动力传动系(PT)自动变速器的控制，这些自动变速器包括将来自若干致动器(燃烧发动机和电动机器)的扭矩进行组合并且以各种传动比借助于差动件将该扭矩传送到车辆的车轮的变速箱。
更具体地，本发明涉及一种用于生成用于车辆动力传动系的电动机器的扭矩设定点的方法，该动力传动系包括至少一个受控爪式变速箱、能够以两个不同的变速比将扭矩传递至该车辆的车轮的主电动机器、以及能够在该主机器的传动比变化期间向车轮提供补偿扭矩的副电动机器。在这种方法中，在所建立的比率引入在这两个电动机器上的最大扭矩和最小扭矩是基于共用供电电池的最终预测状态来计算的。
本发明的另一个主题是一种车辆电动动力传动系，该电动动力传动系包括至少一个受控爪式变速箱、能够以两个不同的变速比将扭矩传递至该车辆的车轮的主电动机器(EM)、以及副电动机器(HSG)。
本发明的另一个主题是一种车辆混合动力传动系(PT)，该混合动力传动系包括至少一个受控爪式变速箱、燃烧发动机、能够以两个不同的变速比将扭矩传递至该车辆的车轮的主电动机器(EM)、以及能够在该主机器的传动比变化期间向车轮提供补偿扭矩的副电动机器(HSG)。
本发明尤其涉及这种类型的动力传动系(PT)，其中，通过不带同步器的受控联接***使用爪形件或平齿(也称为“钳口件”)来使得传动比接合和脱离接合，该爪形件或平齿能够沿轴轴向移动。这些爪形件由控制拨叉控制，以朝着在其轴上自由旋转的轴向固定的传动比小齿轮移动。活动爪形件与小齿轮的接合使轴和小齿轮彼此啮合，以便以接合的传动比将扭矩传递至车轮。
背景技术
可以参考的公开文件FR 3 007 696描述了一种具有三个轴的混合动力变速器和两个电动机器的设计，这两个电动机器一个是主机器(EM)，并且另一个是副机器(HSG)。该变速器采用了三个特定的爪形联接***。这是半自动变速箱(SAG)类型的变速箱，其机械性能类似于手动变速箱。传动比的变化是使用致动***自动进行的，该致动***允许爪形件接合和脱离接合。
这两个电动机器(EM)和(HSG)由同一电池供电，该电池提供PT的操作所需量的能量。此量取决于每个机器(用作马达或发电机)的操作以及每个机器所需的电池功率水平。该水平取决于车轮处的功率需求，并且取决于这些电动机器与燃烧发动机之间的扭矩分配。电池所提供的电功率受其最小电压、其温度和其电量状态(SOC)限制。电池中可用的电功率决定了每种情况下该电池可以对扭矩做出的最大潜在贡献。对于每个电动机器，此贡献被限制在最大扭矩与最小扭矩之间。该贡献考虑了每个电动机器的使用模式(作为马达或发电机)。
为了延长电池寿命并且尽可能长时间地使用电池，通常“长期地”(例如在至少20秒上的预测)计算出对电动机器的最小/最大有效扭矩的限制。在计算由电池对电动机器的机械功率(和扭矩)引入的最小/最大限制时所考虑的值是根据电池的长期能量潜力和每个机器的使用模式来计算的。
在传动比变化期间，可能会出现许多现象，并且这些现象可能会被用户不舒适地感知到，诸如加速度曲线中的孔洞、震动或颠簸、减速、“下倾”效应等。
对电动机器引入的最小/最大扭矩限制使得能够在一定程度上缓解这些现象。具体地，加速度曲线中的孔洞通常与电动机器表现不佳相关联。如果由电池分配给机器的功率不足以确保驾驶员要求的加速度，特别是如果该功率是根据对电池状态的过长的长期预测来限制的，则这是将机器控制为其最大扭矩时的情况。
发明内容
本发明力图改进车辆的用户所感知到的变速质量。
为此，提供的是在预期主机器的传动比变化时，预先对这两个电动机器的扭矩引入比在所建立的比率的限制更严格的新限制，以确保通过副电动机器补偿扭矩而使得该主机器同步到新比率而不会有间断。
根据本发明，比率的预期变化是基于对驾驶员意愿的解释来确定的。
附图说明
通过阅读对本发明的一个非限定性的实施例的以下描述并参考附图，本发明的进一步特征和优点将变得清楚明了，在附图中：
-图1是混合动力PT架构的简化实例，
-图2汇总了该架构的挡位变换曲线，
-图3展示了针对换挡的惯用扭矩限制约束，
-图4概述了策略，并且
-图5展示了变速期间扭矩和功率的演变情况。
具体实施方式
图1是具有三个轴和两个电动机器的混合动力传动系(PT)1的功能图，该混合动力传动系使用三个爪形联接***，这些爪形联接***的操作由所引用的公开文件展示。PT 1包括三个致动器(燃烧发动机2、主电动机器3(EM)、副电动机器4(HSG))、连接到该燃烧发动机的实心主轴5、连接到主电动机器3的空心主轴6、副轴7以及连接到副电动机器4的中间轴8。传动比由不具有机械同步器的三个爪形联接器C1、C2、C3接合：
变速箱将来自燃烧发动机1的扭矩、来自主电动机器3的扭矩以及来自副电动机器4的扭矩组合到公用输出轴7上，以将其传送到车辆的车轮。传动比的变化在分别布置在实心主轴5、副轴6和传递轴8上的三个爪形联接器C1、C2、C3的控制下发生。位于实心主轴5上的第一联接器(称为主联接器C1)允许将较长燃烧发动机比率ICE4接合至右侧并将这两个主轴联接至左侧。位于副轴上的第二联接器(称为副联接器C2)允许接合两个电动比率EV1和EV2。位于中间轴8上的第三联接器(称为传递联接器C3)允许将扭矩从副电动机器传递至副轴7(在右侧)或空心主轴6(在左侧)。
变速箱具有：称为电动比率的两个比率，其用于来源于主电动机器EM的运动；以及称为燃烧发动机比率的四个比率，其用于来源于在此呈现的副电动机器(HSG)和燃烧发动机(ICE)的组合的运动。这些比率的组合允许变速箱具有15个传动比。每个传动比根据车辆的行驶速度将最大的力传递给车轮。通过举例的方式，图2描绘了针对这些传动比中的一些的变速曲线。车辆的行驶速度V以公里/小时表示。针对两个电动速度(ZE1和ZE2)和四个混合动力速度(分别称为Hyb21、Hyb22、Hyb32、Hyb42)，车轮处的最大力F作为速度的函数以牛顿(N)表示。第一个数字指示变速箱的燃烧发动机比率。第二个数字指示变速箱的电动比率。
如上文所指示的，在计算对电动机器的机械功率的最小/最大限制时所考虑的值有利地反映了由电池根据其“长期”能量潜力和每个机器的使用模式而施加的限制。改进变速质量的第一个措施是脱离基于电池的“长期”(大约20s)状态的限制，并且暂时切换到较短期(大约2秒)的预测。当变速箱控制器接管其致动器的控制以完成变速时，电池的功率潜力处于没有先前那种限制那么严格的“短期”限制下。因此，可以利用***的性能来改进变速质量并且尽可能快地进行转换。
然而，如果在变速箱控制器控制PT以进行变速的那一刻发生限制变化，则可能会响应于施加于电动机器(特别是施加于在联接器处于空挡时要为扭矩提供补偿的电动机器)的扭矩设定点的突然变化而引起扭矩跳跃。尽管这是期望的目的，但是这种扭矩跳跃会导致颠簸，而颠簸有损于驾驶车辆的愉悦性。
在图1和图2所展示的实例中，从挡位“Hyb22”到“Hyb21”的变化涉及在混合动力模式下改变电动比率，同时保持处于第二燃烧发动机传动比率。在变化期间，副电动机器(HSG)与燃烧发动机一起提供车轮处所需的扭矩。主电动机器(EM)进行转换，也就是说，同步到一个小齿轮的脱离接合与另一小齿轮的接合之间的新比率的速度。根据车轮处所需的功率，即使在“短期”电池限制下，副机器HSG也可以饱和。此现象在图3中进行了展示，其中，在变速箱管理WP6进行控制之后，由副机器CHSG提供的补偿扭矩在“短期”限制下饱和。
如果处于速度同步阶段的主机器(EM)没有足够的可用功率，则此阶段会延长。相反地，旨在缩短同步阶段的补偿扭矩的减小会增加用户感觉到的颠簸。
本发明力图优化由电池提供的功率潜力，并且优化对变速期间的电动机器的(最小和最大)饱和扭矩的计算。
所提出的方法依赖于预期从由预测的电池状态施加的“长期”限制到“短期”限制的切换。这种方法引入一种用于生成用于车辆动力传动系的电动机器的扭矩设定点的新方式，该动力传动系包括至少一个受控爪式变速箱、能够以两个不同的变速比将扭矩传递至该车辆的车轮的主电动机器、以及能够在该主机器的传动比变化期间向车轮提供补偿扭矩的副电动机器。
在该新颖的方法中，在所建立的比率引入在电动机器上的最大扭矩和最小扭矩是根据公用供电电池的最终预测状态(“短期限制”和“长期限制”)来计算的。然而，提供了另外计算电动机器的新的有效最小/最大扭矩值，使得可以通过减小变速期间的加速度曲线中的孔洞而使变速更平稳、同时符合电池约束。
根据本发明，在预期该主机器(EM)的传动比变化时，预先对这两个电动机器的扭矩引入比在所建立的比率的限制更严格的新限制，以确保通过该副电动机器(HSG)补偿扭矩而使得该主机器(EM)在比率变化期间同步到新比率而不会间断。
提出了一种新颖的计算在传动比变化期间所使用的两个电动机器EM和HSG的有效扭矩的最小/最大饱和度的方式。这样就可以吸收扭矩设定点的过高跳跃，并且可以改进这两个电动机器之间的电池功率分配。
根据本发明，在变速开始之前并且更具体地在变速箱控制器WP6控制致动器之前，预测转换期间所需的功率水平。预测的执行是通过计算预期速度差来进行的，同步阶段所需的功率水平基于该预期速度差。根据本发明，由电池引入的限制(由PT主管理“动力传动系扭矩管理”(WP2)在建立的稳态速度计算并被发送到变速箱控制器(WP6)))的演变更平稳，使得可以避免有效扭矩的各种突然变化。
对传动比的变化的预期是基于对驾驶员意愿的解释来确定的。如图4所示，PT换挡规则管理(WP4)负责传动***状态设定点。通过解释驾驶员的意愿，PT换挡规则管理对变速箱管理WP6施加了预期变速要求“预期的传动系状态设定点”Vsx_dls_tgt_ant。WP6基于设定点Vsx_dls_tgt_ant来计算预期速度差Δω_anticipated。在此基础上，WP6建立了电动机器的扭矩限制设定点。这些设定点被发送到PT扭矩管理“动力传动系扭矩管理”(WP2)，在变速开始之前对其施加这些设定点。
在从挡位Hyb22到挡位Hyb21的变速的上述实例中，期望的是使处于对应于传动比EV2的速度X的主电动机器(EM)与对应于传动比EV1的速度Y同步。设定点Vsx_dls_tgt_ant等同于传动***模式Hyb21。对预期速度差的计算基于为了能够致动预期速度比率而要实现的速度变化：
Δω_anticipated＝ω_(target_EV1)-ω_(current_EV2)
基于设定点Vsx_dls_tgt_ant计算出的预期速度差Δω_anticipated在变速期间保持恒定：该速度差仅随车辆的速度而变化，在所考虑的实例中，其本身在2秒的窗口内非常缓慢地演变。
变速箱管理(WP6)根据Δω_anticipated来计算对这两个机器HSG和EM的有效扭矩的最小/最大限制Vxx_min/max_esnd_ecrk-tqe_limit，以使得在确认变速后即可进行预期的变速，而同时为车轮处的扭矩提供补偿以获得良好的驾驶愉悦性。PT扭矩管理“动力传动系扭矩管理”(WP2)考虑了这些限制，并将其施加到电动机器。
变速箱管理单元(WP6)会在其控制下进行的同步开始之前预先限制电动机器的扭矩。当确认传动比的变化时，扭矩限制不会出现不连续性，因为受限扭矩所需的电功率水平保持低于在所建立的比率引入在这两个电动机器上的最大扭矩和最小扭矩。
图5展示了在变速箱控制器WP6的软件架构中进行的计算顺序。这两个曲线图的横坐标轴上指示的日期分别为；
-t1：PT管理(WP4)生成变速设定点，
-t2：变速箱控制器WP6进行接管的预期，
-t3：变速箱控制器的实际接管，
-t4：同步开始，
-t5：PT管理开始收回控制权，
-t6：控制权的收回结束。
功率曲线图指示在t1之前和t6之后施加的“长期限制”水平。还指示了高于此的短期限制水平。在t2到t4之间施加基于t1计算出的预期速度差Δω_anticipated。功率曲线图确定了“对功率的新限制”，该限制在t2与t6之间代替了由电池施加的功率的“长期限制”。在t4与t5之间进行的同步使速度差消失。
由在t2与t4之间的有效扭矩设定点的瞬时变化所引入的扭矩尖峰消失了。避免了进行补偿的机器的扭矩降低。在这两个电动机器之间实现了可用电池功率的良好分配。
总而言之，本发明使得可以基于由电池施加的长期和短期功率限制来优化电池功率潜力和对电动机器的最小/最大饱和度的计算。本发明依靠变速箱控制器，同时考虑了电池功率限制和电动机器的饱和度。结果是，本发明实施起来简单并且不引入任何额外成本。

Claims (9)

1.一种用于生成用于车辆动力传动系(PT)的电动机器(EM，HSG)的扭矩设定点的方法，该动力传动系包括至少一个受控爪式变速箱、能够以两个不同的变速比将扭矩传递至该车辆的车轮的主电动机器(EM)、以及能够在该主机器的传动比变化期间向该车轮提供补偿扭矩的副电动机器(HSG)，其中，在所建立的比率引入在这两个电动机器上的最大扭矩和最小扭矩是基于共用供电电池的最终预测状态来计算的，其特征在于，在预期该主机器(EM)的传动比变化时，预先对这两个电动机器的扭矩引入比在所建立的比率的限制更严格的新限制，以确保通过该副电动机器(HSG)补偿扭矩而使得该主机器(EM)在比率变化期间同步到新比率而不会间断。
2.如权利要求1所述的用于生成扭矩设定点的方法，其特征在于，比率的预期变化是基于对驾驶员意愿的解释来确定的。
3.如权利要求1或2所述的用于生成扭矩设定点的方法，其特征在于，用于解释驾驶员意愿的PT管理单元(WP4)向变速箱管理单元(WP6)发送预期比率变化要求。
4.如权利要求3所述的用于生成扭矩设定点的方法，其特征在于，该变速箱管理单元(WP6)会在同步开始之前预先限制这些电动机器的扭矩。
5.如权利要求4所述的用于生成扭矩设定点的方法，其特征在于，受限扭矩所需的电功率水平保持低于在所建立的比率的对这两个电动机器引入的最大扭矩和最小扭矩。
6.如权利要求4或5所述的用于生成扭矩设定点的方法，其特征在于，在控制这些电动机器之前，由该变速箱管理单元(WP6)计算这些机器的扭矩限制。
7.如前述权利要求之一所述的用于生成扭矩设定点的方法，其特征在于，根据预期的速度差来计算对这些电动机器的扭矩设定点的最小限制和最大限制，该速度差基于为了同步到该新比率该主机器需要实现的速度变化。
8.一种车辆电动动力传动系(PT)，包括至少一个受控爪式变速箱、能够以两个不同的变速比将扭矩传递至该车辆的车轮的主电动机器(EM)、以及能够在该主机器的传动比变化期间向该车轮提供补偿扭矩的副电动机器(HSG)，其特征在于，在预期该主机器(EM)比率变化时，根据权利要求1至7之一生成用于这些电动机器(EM，HSG)的扭矩设定点。
9.一种车辆混合动力传动系(PT)，包括至少一个受控爪式变速箱、燃烧发动机、能够以两个不同的变速比将扭矩传递至该车辆的车轮的主电动机器(EM)、以及能够在该主机器的传动比变化期间向该车轮提供补偿扭矩的副电动机器(HSG)，其特征在于，在预期该主机器(EM)比率变化时，根据权利要求1至7之一生成用于这些电动机器(EM，HSG)的扭矩设定点。
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