CN111688670A - 用于运行机动车的混合动力驱动系的方法 - Google Patents

用于运行机动车的混合动力驱动系的方法 Download PDF

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CN111688670A
CN111688670A CN202010161336.1A CN202010161336A CN111688670A CN 111688670 A CN111688670 A CN 111688670A CN 202010161336 A CN202010161336 A CN 202010161336A CN 111688670 A CN111688670 A CN 111688670A
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clutch
motor vehicle
combustion engine
internal combustion
transmission
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CN111688670B (zh
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莫里茨·里格
米夏埃尔·绍特
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ZF Friedrichshafen AG
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ZF Friedrichshafen AG
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    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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    • 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
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  • Engineering & Computer Science (AREA)
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  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
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  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

本发明涉及用于运行机动车的混合动力驱动系的方法，其中，混合动力驱动系包括内燃发动机(VM)、变速器(G)、电机(EM)、以及布置在内燃发动机(VM)与电机(EM)之间的分离离合器(K0)，其中，在分离离合器(K0)断开的纯电的行驶运行中，并且在变速器(G)中挂入挡的情况下，并且在预期、达到或超过分离离合器(K0)的大于或等于边界值的转速差的情况下，并且/或者在预期、达到或超过电机(EM)的边界转速的情况下，闭合分离离合器(K0)。本发明还涉及用于执行该方法的电子控制单元(ECU)、以及具有这种电子控制单元(ECU)的机动车(X)。

Description

用于运行机动车的混合动力驱动系的方法
技术领域
本发明涉及用于运行机动车的混合动力***的方法。本发明还涉及被设立成用于执行这种方法的电子控制单元、以及涉及具有这种控制单元的机动车。
背景技术
DE 10 2012 217 249 A1描述了用于运行混合动力车辆的方法和控制装置。混合动力车辆具有内燃发动机、电机，接在内燃发动机与电机之间的分离离合器以及接在电机与从动端之间的变速器。在挂出挡的行驶状况且要求挂入一个挡的情况下获知，通过挂入挡在分离离合器上实现了哪个转速差。如果以此方式获知的转速差大于边界值，则启动内燃发动机。通过启动内燃发动机，使离合器的输入侧的转速提升，从而使在挂入挡时所构成的转速差降低。分离离合器在此保持断开。该方法用于保护分离离合器免于达到超临界的转速差。
发明内容
本发明的任务是，将开头所述的方法针对纯电的行驶运行并在变速器中挂入挡的情况下进行改进。
该任务通过权利要求1的特征来解决。有利的设计方案由从属权利要求、说明书和附图得出。
为了解决该任务，提出了一种用于运行机动车的混合动力驱动系的方法。混合动力驱动系具有内燃发动机、具有输入轴和输出轴的变速器、电机以及分离离合器。电机与变速器的轴作用连接。为此，电机的转子可以直接与该变速器轴连接。对此替选地，转子可以经由变速机构与变速器轴连接，从而在转子与变速器轴之间存在恒定的传动比关系。变速器轴优选由变速器的输入轴形成。变速器具有轮组，该轮组与切换元件一起被设立成用于，在输入轴与输出轴之间提供不同的传动比关系。分离离合器布置在内燃发动机与电机之间。如果分离离合器断开，则除了分离离合器的拖曳力矩之外，在内燃发动机与电机之间不传递转矩。分离离合器被构造为摩擦离合器。
根据本发明设置的是，在分离离合器断开的纯电的行驶运行中，并且在变速器中挂入挡的情况下，并且在预期、达到或超过分离离合器的大于或等于边界值的转速差的情况下，或者在预期、达到或超过电机的边界转速的情况下，闭合分离离合器。
根据本发明的方法用于保护分离离合器。这是因为在纯电的行驶运行中，例如在机动车下坡行驶时的惯性滑行中，断开的分离离合器的转速差可能会无意中达到很高的值。如果处于发电机式运行中的电机在此无法吸收足够的功率，则分离离合器的转速差会一直提高。通过闭合分离离合器，使得内燃发动机与驱动系联接，从而内燃发动机的拖曳力矩使驱动系刹车。由此降低了分离离合器上的转速差。附加地，分离离合器的边界转速在闭合的状态下比在断开的状态下更高，从而在任何情况下都要保护分离离合器不受机械损坏。
根据本发明的方法还用于保护电机的转子。这是因为通过闭合分离离合器，使得内燃发动机与驱动系联接，从而内燃发动机的拖曳力矩使驱动系刹车。该制动效果可以阻碍转子采用不允许的高的转速，在该高的转速下，例如转子中的永磁体将不再可靠地被保持，或者在气隙处超过了最大允许的圆周速度。
根据本发明的方法还用于确保变速器功能。这是因为随着电机转速的提高，转子的转动惯量也提高。如果变速器具有用于切换挡的同步的或非同步的牙嵌式离合器，则该转动惯量妨碍了这种牙嵌式离合器的挂出，从而阻碍了挡挂出或至少使挡挂出更为困难。通过闭合分离离合器，使得内燃发动机与驱动系联接，从而内燃发动机的拖曳力矩使驱动系刹车。该制动效果妨碍了转子的转动惯量，从而更容易使牙嵌式离合器挂出。特别是在机动车强烈加速过程时，这种行为是特别有利的。“加速度”在此被视为正的和负的加速度，即提高和减小车辆速度。
根据驱动系的设计方案而定地，上述其中任一个场景可能会比其他两个场景更早实现。例如，在达到转子的最大允许转速之前或之后，可能会达到了分离离合器的最大允许的转速差。因此，根据本发明的方法的优点与驱动系的具体的设计方案有关。
优选地，在闭合之后，分离离合器至少直到分离离合器上的转速差达到或低于第二边界值为止，或者直到电机的转速达到或低于另外的边界值为止一直保持闭合。对此替选地或补充地，可以将分离离合器上的时间上的转速差梯度或电机的时间上的转速梯度用作用于分离离合器保持闭合的条件。这些参数是合适的指示器，以便确定可以解决用于分离离合器、电机和/或变速器功能的紧急情况。然后，分离离合器优选再次断开，以便避免对驱动系的不必要的刹车。
优选地，在闭合之后，分离离合器至少直到识别出机动车的驾驶员的减速意愿为止一直保持闭合。例如可以通过存在操纵制动踏板或通过存在其他方式在驾驶员侧激活对机动车的制动装置识别出这样的减速意愿。通过这种途径使得驾驶员更容易掌握机动车的行为。
优选地，内燃发动机在闭合分离离合器期间不点火地运行，并且优选在限定的时间段内保持该状态。对此替选地，可以当闭合分离离合器时，发起内燃发动机的启动。关于是不点火地运行内燃发动机还是启动内燃发动机的判定优选与机动车的定位信息、例如GPS信息有关。由此可以确保，机动车能够在不允许内燃发动机运行的区域中运行。
根据本发明的方法优选通过机动车的电子控制单元来在控制侧地执行。例如，可以将电子控制单元配属给变速器。对此替选地，电子控制单元可以协调整个驱动系的功能。
电子控制单元可以是机动车的、尤其是重型的载重车辆的组成部分。这是因为尤其是在具有大质量的机动车中可能会出现本发明所基于的问题。
附图说明
下面参考附图详细描述本发明的实施例。其中：
图1示出用于机动车的驱动系的示意图；
图2示出针对用于运行驱动系的方法的示例性的流程图表；以及
图3示出机动车的示意图。
具体实施方式
图1示出了具有内燃发动机VM、变速器G和从动端3的机动车X的驱动系的简图。
在所示的实施例中，驱动系包括内燃发动机VM和电机EM。内燃发动机VM能经由也被用作起动离合器的分离离合器K0与变速器G的输入轴GW1联接。电机EM永久性地与变速器G的输入轴GW1联接。从动端3与变速器G的输出轴GW2联接。电子控制单元ECU设置用于控制驱动系的功能。
变速器G被构建为分组变速器，并且在所示的实施例中包括主变速器9、在驱动技术上位于主变速器9上游的半挡挡组10以及在驱动技术上位于主变速器9下游的倍挡挡组11。主变速器9也被称为主挡组。变速器G的主变速器9被实施为处于副轴结构形式的直接挡变速器，并且具有两个副轴21、22。
在所示的实施例中，主变速器9构造有用于向前行驶的三个传动级G1、G2和G3以及用于后退行驶的传动级R。传动级G1、G2和R的空套轮分别以能转动的方式支承在主轴上，并且能经由被构造为牙嵌式离合器的相配属的切换元件15、16、18和19进行切换。所配属的固定轮抗相对转动地布置在副轴21、22上。两个切换元件15、16和两个切换元件18、19分别构成切换组件17或20。主变速器9能非同步地被切换。
在所示的实施例中，变速器G的半挡挡组10两级地构造并且同样以副轴结构形式实施，其中，半挡挡组10的两个传动级K1和K2形成了主变速器9的两个可切换的输入恒定级。两个传动级K1、K2具有较小的传动比差。
第一传动级K1的空套轮以能转动的方式支承在输入轴GW1上。第二传动级K2的空套轮以能转动的方式支承在主轴上。半挡挡组10的两个传动级K1、K2的固定轮分别抗相对转动地与主变速器9的在输入侧延长的副轴21、22一起布置。半挡挡组10的同步地构成的切换元件12、13、即所谓的同步切换元件被组合成共同的切换组件14。
变速器2的布置在主变速器9下游的可选的倍挡挡组11同样两级地构造，但是构造为行星变速器24。太阳轮25抗相对转动地与主变速器9的在输出侧延长的主轴连接。行星架27抗相对转动地与变速器G的输出轴GW2联接。齿圈26与具有两个同步的切换离合器的切换组件23处于连接中，通过这两个切换离合器，倍挡挡组11交替地实现了：通过齿圈26与固定不动的壳体部分的连接能切换到慢行驶级L中，和通过齿圈26与行星架27的连接能切换到快行驶级S中。倍挡挡组11能被同步地切换。
图2示出了针对用于运行图1中所示的驱动系的方法的示例性的流程图表，该方法由电子控制单元ECU执行。在步骤S1中，机动车X处于运行中。在判定E1中，检查机动车X是否处于分离离合器K0断开的纯电的行驶运行中，并且检查变速器G中是否挂入了挡级。如果这些条件之一未被满足，则不触发后续的步骤；这由步骤S6表示。但是，如果这些条件之一都满足，则在判定E2中，检查
-分离离合器K0上的转速差是否大于或等于边界值，或者是否能预见将达到该边界值，或者
-是否达到或超过电机EM的边界转速，或者是否能预见将达到该边界转速。
如果满足这些条件中的至少一个，则在步骤S2中输出指令以使分离离合器K0闭合。如果这些条件都未满足，则在判定E1中再次检查是否存在针对判定E2的进入条件。
在步骤S2之后，在判定E3中检查是否要再次断开分离离合器K0。为此检查
-分离离合器K0的转速差是否达到或低于第二边界值，或者
-电机EM的转速是否达到或低于另外的边界值。
对此补充或替选地，在判定E3中可以检查
-分离离合器K0上的时间上的转速差梯度是否达到或超过边界值，或者
-电机EM的时间上的转速梯度是否达到或超过边界值。
对此附加或替选地，可以在判定E3中检查是否存在驾驶员侧的减速意愿，例如通过存在操纵机动车X的制动踏板识别出该驾驶员侧的减速意愿。
如果满足这些条件中的至少一个，则判定E3确定应将分离离合器K0再次断开。步骤S3输出相应的指令，随后结束功能过程，这通过步骤S6表示。
在步骤S2之后，在判定E4中检查随着分离离合器K0闭合是否应发起内燃发动机VM的启动。在判定E4中，考虑到机动车X的运行策略，该运行策略例如也通过电子控制单元ECU执行。在判定E4中，也可以考虑机动车X的GPS定位。依赖于判定E4地，在步骤S4中输出用于启动内燃发动机VM的指令，或者在步骤S5中输出用于不点火运行内燃发动机VM的指令。然后结束功能过程，这通过步骤S6表示。
图3示意性地示出了具有根据图1的驱动系的机动车X，其中，该机动车X例如由载重车辆形成。机动车X具有内燃发动机VM和变速器G，其中，电子控制单元ECU在结构上被配属给变速器G。电机EM以及分离离合器K0布置在变速器G中。
附图标记列表
X 机动车
G 变速器
3 从动端
VM 内燃发动机
K0 分离离合器
LV1 输入轴
EM 电机
GW2 输出轴
9 主变速器
10 半挡挡组
11 倍挡挡组
12 同步切换元件
13 同步切换元件
14 切换组件
15 切换元件
16 切换元件
17 切换组件
18 切换元件
19 切换元件
20 切换组件
21 副轴
22 副轴
23 切换组件
24 行星变速器
25 太阳轮
26 齿圈
27 行星架
K1、K2 传动级
G1、G2、G3 传动级
R 传动级
L 慢行驶级
S 快行驶级
ECU 电子控制单元
S1-S6 步骤
E1-E4 判定

Claims (13)

1.用于运行机动车(X)的混合动力驱动系的方法，其中，所述混合动力驱动系包括内燃发动机(VM)、变速器(G)、与所述变速器(G)的轴(GW1)处于作用连接中的电机(EM)以及布置在所述内燃发动机(VM)与所述电机(EM)之间的分离离合器(K0)，其特征在于，
-在所述分离离合器(K0)断开的纯电的行驶运行中，
-并且在所述变速器(G)中挂入挡的情况下，
-并且在预期、达到或超过所述分离离合器(K0)的大于或等于边界值的转速差的情况下，并且/或者在预期、达到或超过所述电机(EM)的边界转速的情况下，
闭合所述分离离合器(K0)。
2.根据权利要求1所述的方法，其特征在于，使所述分离离合器(K0)至少
-直到所述分离离合器(K0)上的转速差达到或低于第二边界值为止，并且/或者
-直到所述电机(EM)的转速达到或低于另外的边界值为止，
一直保持闭合，之后，再次断开所述分离离合器(K0)。
3.根据权利要求1或权利要求2所述的方法，其特征在于，使所述分离离合器(K0)至少
-直到所述分离离合器(K0)上的时间上的转速差梯度达到或超过边界值为止，并且/或者
-直到所述电机(EM)的时间上的转速梯度达到或超过边界值为止，
一直保持闭合，之后，再次断开所述分离离合器(K0)。
4.根据权利要求1至3中任一项所述的方法，其特征在于，使所述分离离合器(K0)至少直到识别出驾驶员侧的减速意愿为止一直保持闭合，之后，再次断开所述分离离合器(K0)。
5.根据权利要求1至4中任一项所述的方法，其特征在于，在闭合所述分离离合器(K0)期间，使所述内燃发动机(VM)不点火地运行。
6.根据权利要求5所述的方法，其特征在于，在闭合所述分离离合器(K0)之后至少在限定的时间段内，使所述内燃发动机(VM)不点火地运行。
7.根据权利要求1至4中任一项所述的方法，其特征在于，当闭合所述分离离合器(K0)时，发起所述内燃发动机(VM)的启动。
8.根据权利要求1至4中任一项所述的方法，其特征在于，当闭合所述分离离合器(K0)时，依赖于所述机动车(X)的定位信息地，
-要么发起所述内燃发动机(VM)的启动，
-要么在闭合所述分离离合器(K0)期间并且在闭合所述分离离合器(K0)之后至少在限定的时间段内，使所述内燃发动机(VM)不点火地运行。
9.根据权利要求1至8中任一项所述的方法，其特征在于，在所述机动车(X)惯性滑行中并且/或者在达到或超过所述机动车(X)的加速度边界值时，执行所述方法。
10.根据权利要求1至9中任一项所述的方法，其特征在于，所述变速器(G)的与所述电机(EM)处于作用连接中的轴(GW1)由所述变速器(G)的输入轴形成。
11.用于机动车(X)的电子控制单元(ECU)，所述电子控制单元被设立成用于在控制侧执行根据权利要求1至10中任一项所述的方法。
12.机动车(X)，其特征在于具有根据权利要求11所述的电子控制单元(ECU)。
13.根据权利要求12所述的机动车(X)，其特征在于，所述机动车(X)由重型的载重车辆形成。
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