CN111873984A - 用于运行机动车辆的方法和设备、机动车辆 - Google Patents

用于运行机动车辆的方法和设备、机动车辆 Download PDF

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CN111873984A
CN111873984A CN202010361629.4A CN202010361629A CN111873984A CN 111873984 A CN111873984 A CN 111873984A CN 202010361629 A CN202010361629 A CN 202010361629A CN 111873984 A CN111873984 A CN 111873984A
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electric machine
motor vehicle
torque
determined
heat input
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A.特罗菲莫夫
M.鲁夫
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Robert Bosch GmbH
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    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
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Abstract

本发明涉及一种用于运行机动车辆（1）的方法，该机动车辆具有拥有内燃发动机（3）和电机（4）的驱动装置（2），和特别是液压的摩擦制动***（9），其中根据要求的驾驶员期望力矩来操控驱动装置和/或摩擦制动***（9）以单独地或共同地产生要求的驾驶员期望力矩，其中向电机（4）预给定额定转矩以产生驾驶员期望力矩的至少一个份额，并且其中根据电机（4）和/或与电机（4）关联的至少一个电气/电子组件的临界运行温度来限制额定转矩。规定：根据机动车辆（1）的当前运行状态确定进入电机（4）和/或进入关联的组件（12、14）的可能热输入，并且根据所确定的可能热输入来改变额定转矩的限制。

Description

用于运行机动车辆的方法和设备、机动车辆
技术领域
本发明涉及一种用于运行机动车辆的方法，所述机动车辆具有拥有内燃发动机和电机的驱动装置，并且所述机动车辆具有特别是液压的摩擦制动***，其中根据要求的驾驶员期望力矩来操控所述驱动装置和/或所述摩擦制动***以单独地或共同地产生所述要求的驾驶员期望力矩，其中向所述电机预给定额定转矩以产生所述驾驶员期望力矩的至少一个份额，并且其中根据所述电机和/或与所述电机关联的至少一个电气/电子组件的临界运行温度来限制所述额定转矩。
此外，本发明涉及一种用于执行上述方法的设备以及一种具有这样的设备的机动车辆。
背景技术
从现有技术中已知开头所述类型的方法。在机动车辆具有混合动力驱动设备——也就是具有两个不同驱动机的驱动装置，其中至少一个驱动机是电机而另一个驱动机是内燃发动机——的情况下，可以通过不同地操控这些驱动机来产生相同的制动力矩和/或驱动转矩。在此，通常根据消耗优点、加速优点或舒适优点来选择由这些驱动机分别承担的转矩份额。从而所述电机可以通过产生正的驱动转矩来在所述机动车辆加速时支持所述内燃发动机。此外，通过调节所述电机的负的或正的额定转矩，可以推移所述内燃发动机的负载点或可以在发电机运行中回收电能。在划分可以由所述驱动机或在制动要求的情况下也由所述摩擦制动***引入的转矩份额时，已知会考虑所述驱动装置和/或所述摩擦制动***的各个组件的运行限制，例如电流限制、电压限制、转矩限制和/或温度限制，以避免这些组件过载。从而例如已知的是，为了避免所述电机过热而减少所述电机在正的驱动转矩中的转矩份额，并且当所述电机有过热危险时将所述转矩份额替换为所述内燃发动机的相应增加的转矩份额。从而例如在发电机运行中，根据临界运行温度来限制所述电机的额定转矩，使得当前运行温度不达到所述临界运行温度，在所述临界运行温度时所述电机本身和/或与所述电机关联的组件（例如功率电子器件和/或电储能器）可能过载。
发明内容
具有权利要求1的特征的根据本发明的方法具有以下优点，提供了对所述驱动装置的改善的利用，通过该利用，特别是在制动过程中可以实现改善的能量回收。为此，根据本发明规定，根据所述机动车辆的当前运行状态确定进入所述电机和/或进入所述至少一个关联的组件的可能热输入，并且根据所确定的可能热输入来改变所述额定转矩的限制。因此，与已知方法不同，不是简单地确定当前运行温度与上述临界运行温度之间的距离，而是建立预测或预估：目前进入到所涉及的组件中的热能量输入有多大，特别是可以最大地计算，使得可以确定是否存在在执行制动过程中所述运行温度可能会达到或超过所述临界运行温度的危险。特别地，根据所确定的热输入来改变所述电机的额定转矩的限制，使得该限制例如变得还更窄，以避免所述电机、所述储能器和/或所述功率电子器件在随后加载的情况下、特别是在随后的制动过程中过热。
此外优选规定，运行所述电机和/或所述至少一个关联的组件，使得所述当前运行温度与所述临界运行温度之间的距离至少对应于所确定的可能热输入。在这方面，所述可能热输入特别是理解为由于制动过程可能在所述组件或所述电机上而形成的温度差或温度升高。通过将所述当前运行温度与所述临界运行温度之间的距离保持在与所确定的可能热输入相对应的值，确保即使出现最大预期的可能热输入也不超过所述临界运行温度。由此保证了所述驱动装置的经济且有利的运行。
根据本发明的一种优选的扩展方案，通过减少所述电机和/或所述至少一个组件的能量转换来增大所述距离。通过有利地减少所述能量转换，减小了所述电机和/或所述组件的负载并且由此减少了温度发展，因此增大了所述运行温度与所述临界运行温度之间的距离。
优选地，通过推移负载点来减少所述能量转换，其方式是例如减小所述电机的额定转矩并且代替于此地提高所述内燃发动机的额定转矩，以便代替现在不再由所述电机承担的额定转矩份额。可选地，例如在所述储能器的高温时，不再从所述储能器中提取用于所述机动车辆的车载电网的能量，而是通过提升负载点而直接从所述电机中提取所述能量，以便减少所述储能器的能量转换。在所述电机的运行温度高的情况下，优选相反地进行并且从所述储能器而不是从所述电机提取所述能量。
根据本发明的一种优选的扩展方案，根据所述机动车辆的行驶速度来确定所述可能热输入。根据所述行驶速度，可以确定例如使所述机动车辆停止所需要的制动过程的能量转换。由此例如可以确定最大的可能热输入。
此外，优选规定，根据当前行驶的车道的倾斜度来确定所述可能热输入。由此考虑到以下事实，即，随着倾斜度或陡峭度的增加，必须预给定所述电机的更高的负额定转矩，以便保持所述机动车辆的滞延恒定。
此外，优选规定，根据预期的行驶路段来确定所述可能热输入。为此例如对所述机动车辆的导航***的数据进行评估，使得可以根据所述预期的行驶路段来确定是否由于所述行驶路段而考虑制动过程，特别是具有所述电机的负转矩或滞延的转矩的制动过程，其中在此也将制动过程理解为具有恒定速度的下坡行驶，在所述下坡行驶的情况下必须对所述机动车辆进行制动，以便能够保持速度恒定。
此外，优选规定，根据当前的交通数据、环境数据和/或驾驶员数据来确定所述可能热输入。在此例如考虑是否存在高的交通总量并且因此必须考虑提高制动过程的数量。所述交通数据可以例如通过因特网访问或常规的交通数据通知***（例如借助于无线电波）来检测。通过所述环境数据，特别是确定所述机动车辆的环境条件，例如所述机动车辆的环境中的光照情况（白天或夜晚），同样确定外部温度，以便基于这些数据来确定是否需要更多或更少的机动车辆耗电器来用于所述机动车辆的运行。通过考虑驾驶员数据，例如确定和考虑个体驾驶员概况，以便例如获得驾驶员个体的加速行为，例如关于运动型或消费导向的驾驶员。在考虑这些数据的情况下，也改善对所述可能热输入的确定。
具有权利要求9的特征的根据本发明的设备的特征在于控制设备，所述控制设备被专门设计为在按规定使用时执行根据本发明的方法。由此得到已经提到的优点。
具有权利要求10的特征的根据本发明的机动车辆的特征在于根据本发明的设备。由此也得到已经提到的优点。
附图说明
其他优点和优选的特征以及特征的组合特别是从上面的描述以及从权利要求中得到。下面应当基于附图更详细地解释本发明。为此：
图1以简化图示示出了机动车辆，
图2示出了用于解释用于运行所述机动车辆的有利方法的流程图，以及
图3示出了用于解释所述有利方法的图表。
具体实施方式
图1以简化的俯视图示出了具有驱动装置2的机动车辆1，该驱动装置2包括内燃发动机3和电机，所述内燃发动机3和电机可以通过可选的可操作的离合器5而彼此耦合。电机4还可以通过其他可选的离合器6与可操作的变速箱7连接，其中变速箱7在驱动侧与机动车辆2的驱动轮8连接。此外，机动车辆2具有摩擦制动***9，该摩擦制动***9具有多个车轮制动器10，这些车轮制动器分别与所述机动车辆的一个车轮关联，以便在需要时在相应的车轮上产生摩擦制动力矩。所述摩擦制动***特别是被构造为液压摩擦制动***并且为此具有装置11，该装置保证了针对车轮制动器10的液压分配和/或供应。
在正常运行中，为了使所述机动车辆加速而操控内燃发动机3和/或电机4以产生驱动转矩，其中所述驱动转矩可以由内燃发动机3和电机4按比例地或完全地产生。在此，电机4与电储能器12连接，该电储能器12在发动机运行中向电机4供应电能，并且在发电机运行中吸收通过电机4产生的电能（回收）。控制设备13至少与内燃发动机3、电机4和摩擦制动***9连接，并且根据例如由驾驶员预给定的转矩要求或制动要求来协调内燃发动机、电机4和摩擦制动***9的运行。为了在驱动轮8上产生期望的驱动转矩，例如操控内燃发动机3和电机4，使得它们按比例地并因此共同地产生所述驱动转矩。在此，特别是根据电机4的运行温度来确定电机4的转矩份额，以便避免电机4、储能器12和/或功率电子器件14过热，其中电机4通过所述功率电子器件14与储能器12连接。
在此，由控制设备13执行下面参考图2描述的方法。在步骤S1中使机动车辆1投入运行。在运行中，在步骤S2中连续监视所述机动车辆的驾驶员期望力矩或转矩要求。如果存在(j)额定转矩形式的转矩要求，则在接下来的步骤S3中确定机动车辆1的当前运行状态。为此，随着方法步骤S1的开始，连续监视所选组件（例如电机4）的当前运行温度，并在步骤S3_1中用其他方法提供所述当前运行温度。可选地，还连续地监视机动车辆1的当前行驶速度并且在步骤S3_2中将其提供给控制设备13。此外，优选地连续监视由机动车辆1行驶的车道的当前倾斜度并在步骤S3_3中将其传送到控制设备13。可选地，还检测导航***的数据以用于识别要行驶的行驶路段和/或考虑提供关于待预期交通流或当前交通流的信息的交通数据。
在接下来的步骤S4中，借助于所获得的数据确定理论上进入所考虑的组件（在当前情况下是电机4）的可能热输入。在此，特别是确定最大的可能热输入，所述最大的可能热输入可以基于当前的运行状况以及经由未来行为而已知或预期的数据来预期。在此，作为热输入特别是确定可能的温度升高，即特别是当前运行温度与预期的最大可能温度之间的温度差。例如根据可能随后的制动过程来确定所述可能的温度升高，在所述制动过程中电机4作为发电机运行。
在接下来的步骤S5中，将以此方式确定的可能的温度输入用于优化对电机4的操控。为此，在步骤S5中为了实现期望的驾驶员期望力矩而选择额定转矩在内燃发动机和电机上的分配，使得电机4的当前运行温度与特别是可以事先通过测试和/或计算确定的临界运行温度之间的距离至少对应于所确定的可能热输入，并因此对应于最大可能的预期温度升高，从而确保了由于随后的制动要求而实际发生所述温度输入时电机4不达到所述临界运行温度。由此确保了：一方面电机4不过热并且可以保证长的使用寿命，并且另一方面使得针对制动过程最大化通过电机4的能量产生/收益。在接下来的步骤S5中，对应于电机4预给定适配的转矩，根据所确定的可能热输入来限制所述转矩。
图3基于多个图表A、B和C示出了上面解释的方法的优点。为此，图表A示出了关于时间t绘制的车辆速度v。图表B示出了关于时间t绘制的功率E，而图表C示出了关于时间t绘制的所考虑的组件（在当前情况下也就是电机4）的运行温度T。
观察到所述机动车辆的行驶从速度v>0开始，该速度直至时刻t1保持恒定或几乎恒定。在时刻t1，通过制动要求开始制动过程，通过该制动过程将所述机动车辆的行驶速度减小到0，即直到车辆在时刻t2停止。
图表B示出了电机4关于其功率E的行为，其中在图表B中绘制了两个特性曲线，两个特性曲线中的第一特性曲线K1示出了根据上述方法的电机4的行为，而第二特性曲线K2示出了在对机动车辆1进行常规操控时的行为以用于比较。图表C同样示出了两个特性曲线，其中这里第一特性曲线T1也示出了在应用上述方法的情况下电机4的运行温度的行为，而特性曲线T2示出了在使用常规运行方法的情况下电机4的运行温度的行为。
在常规的运行方法中，通过以下方式限制电机4的转矩，即，所述当前运行温度不允许超过所述临界运行温度。在此，所述临界运行温度在图表C中作为温度Tk示出。
根据图表B，通过常规方法将电机4用于产生电能，由此得到负的能量转换。同时，电机4的温度T2由于该电机的进一步使用而升高，使得在开始所述制动过程并且提高所述电机在负驱动转矩中或在所述摩擦制动力矩中的份额的时刻，温度T2还更陡地增加，直到在时刻t3达到所述临界运行温度。
与此不同，通过根据图2的有利方法实现了：在储能器12的充电阶段期间根据特性曲线K1减少了电机4的能量转换，特别是通过减小电机4的额定转矩，从而根据特性曲线T1温度不升高，而是下降。由此在随后执行所述制动过程时，在比时刻t3晚的时刻t4才达到临界运行温度Tk。在常规模型的情况下电机4的能量转换必须在时刻t3又返回到起点，而图2的有利方法允许在第一时刻t4返回到所述起点，由此产生了在图表B中绘制的阴影区域X，该阴影区域表示能量优点，即在电机4的发电机运行中可以回收更多份额的电能，由此改善了机动车辆1的能量平衡。
通过所述有利方法使得所涉及的组件的运行温度与所述临界运行温度之间的距离可以增大，其方式是例如减少所涉及的组件（例如电机和/或储能器）的能量转换。例如，通过推移负载点来抑制所述储能器的再充电可以显著减少能量转换，并由此减少所述储能器和电机4内部的温度升高。此外，在储能器12的高温下可以直接通过提升负载点从电机4而不是从储能器12获取能量，并将所述能量馈送到机动车辆1的车载电网中，从而减少所述储能器中的能量转换。

Claims (10)

1.用于运行机动车辆（1）的方法，所述机动车辆具有拥有内燃发动机（3）和电机（4）的驱动装置（2），并且所述机动车辆具有特别是液压的摩擦制动***（9），其中根据要求的驾驶员期望力矩来操控所述驱动装置和/或所述摩擦制动***（9）以单独地或共同地产生所述要求的驾驶员期望力矩，其中向所述电机（4）预给定额定转矩以产生所述驾驶员期望力矩的至少一个份额，并且其中根据所述电机（4）和/或与所述电机（4）关联的至少一个电气/电子组件的临界运行温度来限制所述额定转矩，其特征在于，根据所述机动车辆（1）的当前运行状态确定进入所述电机（4）和/或进入所述关联的组件（12、14）的可能热输入，并且根据所确定的可能热输入来改变所述额定转矩的限制。
2.根据权利要求1所述的方法，其特征在于，运行所述电机（4）和/或所述至少一个关联的组件（12、14），使得所述当前运行温度（T）与所述临界运行温度（Tk）之间的距离至少对应于所确定的可能热输入。
3.根据前述权利要求中任一项所述的方法，其特征在于，通过减少所述电机（4）和/或所述至少一个组件（12、16）的能量转换来增大所述距离。
4.根据前述权利要求中任一项所述的方法，其特征在于，根据所述机动车辆（1）的行驶速度（v）来确定所述可能热输入。
5.根据前述权利要求中任一项所述的方法，其特征在于，根据当前行驶的车道的倾斜度来确定所述可能热输入。
6.根据前述权利要求中任一项所述的方法，其特征在于，根据预期的行驶路段来确定所述可能热输入。
7.根据前述权利要求中任一项所述的方法，其特征在于，根据当前的交通数据、环境数据和/或驾驶员数据来确定所述可能热输入。
8.根据前述权利要求中任一项所述的方法，其特征在于，通过推移负载点来减少所述能量转换。
9.用于运行机动车辆的设备，所述机动车辆具有拥有内燃发动机（3）和电机（4）的驱动装置（2），并且所述机动车辆具有特别是液压的摩擦制动***（9），其特征在于控制设备（13），所述控制设备（13）被专门设计为在按规定使用时执行根据权利要求1至8中任一项所述的方法。
10.机动车辆，所述机动车辆具有拥有内燃发动机（3）和电机（4）的驱动装置（2）并且具有特别是液压的摩擦制动***（9），其特征在于根据权利要求9所述的设备。
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