CN1956860B - 混合动力汽车运行的方法 - Google Patents
混合动力汽车运行的方法 Download PDFInfo
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Abstract
本发明涉及一种使混合动力汽车运行的方法,该混合动力汽车具有内燃机和电机,其中至少一个电机在发电机模式下将汽车的功能转化成电功率并可以给汽车提供一个发电的制动力矩MG或者一个对应的制动功率PG,在该方法中规定:在要求制动时用额定值M额定在时刻t1给汽车提供一个按以下规则的总制动力矩M:若M额定≤M阈,M=MG;若M额定>M阈M=MG+MF,而且在时刻t1对于制动力矩MG来说选一个值M偏移>0,其中MF>0是由汽车制动器提供给汽车的制动力矩,或者在制动要求时用额定值P额定在一个时刻t1给汽车提供一个按如下规则的总制动功率P:若P额定≤P阈,P=PG,若P额定>P阈,P=PG+PF,而且在时刻T1对于制动功率PG来说选一个值P偏移>0,其中PF>0是一个由汽车制动器提供给汽车的制动功率。
Description
技术领域
本发明涉及一种具有内燃发动机和电机的混合动力汽车运行的方法,其中至少一个电机在发电机模式下将汽车的动能转化成电功率并可以给汽车提供一个发电的制动力矩MG或者一个对应的制动功率PG。
背景技术
在混合动力汽车中两种驱动单元相互组合,它们以不同的方式为汽车驱动提供功率。内燃发动机和电机的性能特别良好地相互补充,因此混合动力汽车目前主要设置一种这样的组合。对于系列的混合汽车方案来说原则上通过电机实现驱动,而内燃发动机则通过发电机产生电流用于对储能器充电或者说直接用于为电机供电。当然目前优选用并行式混合动力方案,在这些方案中汽车驱动既可以用内燃发动机也可用电机。
在并行式混合动力方案中,可以在不同的汽车运行状态时分别使用在给定的转速-负荷范围内具有更好效率的驱动源。电机可以按不同型式连接于传动系或者说内燃发动机的曲轴。优选的方案是通过离合器或者直接连接于发动机的曲轴上。连接的另一种方案是通过一种经皮带传动机构或变速器的耦合。
混合动力汽车可以用电机例如在只有小的负荷要求的运行状态下进行运行,在这些负荷要求下内燃发动机只具有低的效率。具有较高负荷要求的运行状态可以用来通过具有相对较宽的效率范围的内燃发动机通过电机的附加的发电运行又对电能储能器充电。电机在电动运行时由电能储能器馈电。除此之外也可以实现内燃发动机和电机的并行的力矩输出,以便例如提高整个驱动机构的最大转矩。按理想的情况,至少一部分用于推动汽车的能量以及为供给汽车电路所需的能量由先前的回收过程获得。正如本身已知的那样,为此充分利用汽车的减速相用来回收能量,其方法是,汽车的必须的制动功率以其尽可能大的部分通过电机的发电机驱动来产生,以便又对储能器充电。因为这种能量否则的话就作为汽车制动设备里的损失能量被转化为热量,因此这里对于最优化汽车运行的消耗有大的潜能。
由DE 199 47 922 A1已知了一种使混合动力汽车实现回收运行的方法,在该方法中使一个电机在发动机运行和/或在发电运行时运行。在发电运行时汽车动能由电机转化成电功率并存储在一个储能单元里。在一个循环中首先要校验:是否存在汽车的一种驱动要求或者制动要求,当实现驱动要求时要校验:在考虑到阈值的情况下是否允许从储能单元里取出能量。当允许取出时就在那里取出能量并用于驱动汽车。当不允许取出时就只以主驱动机构提供能量。如果没有驱动要求的话,那就校验:是否存在制动要求。当有制动要求时要校验:是否允许在考虑到阈值的情况下将能量输入储能单元里。当允许输入时将能量输入那里并因此将汽车的动能存储在储能单元里。当不允许输入时将能量输出至一个能量导出单元里并接着重复该循环。若在第一循环里发现并没有驱动要求,其方法是例如没有操纵加速踏板,那么就要校验:是否有制动要求,其方法是例如已操纵过制动踏板。若制动踏板已***纵并且允许使能量输入储能器里去,那么就将能量输送给储能单元并存储在那里。
此外由现有技术已知:在司机有制动要求时整个制动力矩,在制动踏板位置为零时开始,分配成两个部分提供给汽车,一部分通过通常的汽车制动器产生,另一部分通过电机的发电运行产生。在一种这样的回收方法时总是有一部分汽车的减速能量无用地被汽车制动器转化成热量。另外由现有技术已知了一种与之相比作了改进的方法,在该方法中具有小制动力矩要求的第一范围首先只是通过电机的发电运行来满足要求。这例如可以按如下来进行:充分利用制动踏板的一个空行程,以便施加电机的一个小的发电力矩。只是在超过一个阈时才使汽车制动器激活,因此与以前所述的方法相比开拓了一种较高的回收潜能。
发明内容
本发明的任务是提出一种方法,在化费很少的情况下能够成本经济地开拓一种比现有技术更高的回收潜能。
按照本发明,为使一种具有内燃发动机和电机的混合动力汽车运行,在要求制动时用一个额定值M额定在时刻t1给汽车提供一个按以下规则的总制动力矩M:
若M额定≤M阈,则M=MG
若M额定>M阈,则M=MG+MF
其中在时刻t1对制动力矩MG来说选一个值M偏移>0,并且MF>0是一个由汽车制动器提供给汽车的制动力矩。
此时电机在一种发电机模式下将汽车的动能转化成电功率并给汽车提供一种发电的制动力矩MG或者一个制动功率PG。另一种可选的方案中,在发电机模式下也可以由电机给汽车提供一个对应的制动功率。按照本发明规定:在有制动要求时用一个额定值P额定在时刻t1给汽车提供一个按如下规则的总制动功率P:
若P额定≤P阈,则P=PG,
或P额定>P阈,则P=PG+PF,
其中在时刻t1对于制动功率PG选一个值P偏移>0,而且PF>0是一个由汽车制动器提供给汽车的制动功率。
以下主要借助于术语制动力矩来说明制动过程;但显而易见的是:同样可以借助于术语制动功率来进行说明,而且本发明也包括一种方法,在该方法中借助于术语制动功率对制动过程进行说明。
用按照本发明的方法给汽车提供一种比现有技术在给定的制动力矩M下更高的发电制动力矩并由汽车制动器提供一种相应较小的制动力矩。由此得知,在汽车减速期间可比在用通常的方法时回收明显更大部分的能量,因为所有减速过程或者制动过程完全通过电机的发动机模式进行,这些减速过程或者制动过程要求的制动力矩小于阈值。
按照本发明的一种优选实施方式取决于驱动要求来实现制动要求,优选由加速踏板的位置和/或速度来规定,因为这样可以相比于制动要求来说获得时间上的益处,所述益处首先取决于制动踏板的位置和/或速度。另外因此就特别方便地通过显现的偏移制动力矩而避免了对行驶性能的不利影响。特别优选地在加速踏板的一个规定的卸载值时实现制动要求,因为在加速踏板卸载时反正有可能快速变换至汽车的一种减小的推进运动。
合适的是:制动要求附带地或替代地取决于制动踏板的规定位置和/或速度而实现。
在另一种优选的改进方案中按照一个规定的接通函数(Aufschaltungsfunktion)在一个时间间隔t1+Δt之内使制动力矩MG接通到值M偏移,,Δt在2s和0.01s之间的范围里,优选2s,1s,500ms或100ms。另外规定:在一个规定的间隔t1和tf之间按照一种规定的滤玻函数对制动力矩MG进行滤波以抑制制动力矩的波动。用这种改进方案可以在行驶减速期间实现高的机械稳定性并获得改善的行驶舒适性。
在本发明的另外一种优选的实施方式中规定:制动力矩M偏移取决于汽车的运行状态,优选取决于至少一个参数来选择:汽车行驶速度Vfzg,内燃发动机曲轴转速nMot,变速器输入轴的转速nG,变速换挡的接入挡转速nGang或者在内燃发动机和变速器之间的一个离合器装置的开启状态,以便保证可以接受的行驶舒适性。
在另外一种优选的实施方式中制动力矩MG在换挡时间ts里在变速器换高挡过程中在离合器装置完全或部分打开时提供给汽车,以便因此避免或减少在转速同步时否则发生的能量损失。
特别优选的是:一个对应于制动力矩MG的电功率至少部分地被提供给一个电能存储机构。
附图说明
本发明的其它实施方式和优点以下根据说明连用附图一起作了叙述,它们也与在权利要求中的组合无关。附图示出:
图1是一种混合动力驱动机构的主要组成部分的简图;
图2是制动转矩分配的各种不同方案;
图3是汽车速度、发电制动力矩和汽车制动-制动力矩在一种推动再生时的两个曲线图。
具体实施方式
图1示意示出一种用于未表示出的混合动力汽车的混合动力驱动机构的主要组成部分。内燃发动机10和电机20通过离合器40与一个变速器30耦联,该变速器与至少一个在图1中未示出的混合动力汽车的车轮耦联。电机20与一个电能存储机构50,例如一个可充电的蓄电池或类似装置电气耦联。有选择地在内燃发动机10和电机20之间同样也通过一个离合器60进行耦联。另一种可选的方案是:在内燃发动机10和电机20之间没有使用离合器,它们位于一个共同的轴上。混合动力汽车还具有一种制动装置,它具有一个传统的,优选液压的汽车制动器。一种未示出的发动机控制仪由未示出的控制传感器,尤其是一个加速踏板模块和一个制动踏板模块来接收控制信号以及混合动力汽车的运行参数的其它数值。
对于混合动力汽车而言是指一种电功率为7至20KW的柔和的混合动力汽车,其中所使用的电机20主要用于起动内燃发动机10、用于发电运行或者说再生以及用于附带的转矩。在另一种实施方式中对于混合汽车而言是指一种完全混合动力模式,其功率在25和50KW之间并且可暂时地通过电机20进行完全的汽车驱动。
使用电机20的电动运行例如可以设定在只有小的负荷要求的运行范围里,在这些范围里内燃发动机10只具有小的效率。有较高负荷要求的运行范围被用来通过具有相对较高效率的内燃发动机10通过电机20的附加的发电运行又对电能存储机构50充电。在电机20处于电动运行时该电机通过电能存储机构50馈电。此外可以实现内燃发动机10和电机20的一种并行的力矩输出,优选用于提高整个驱动机构的最大转矩。
正如本身就已知的那样,发动机控制仪包括一些或者多个微处理器、数据存储器和接口以及一种装置,借助于该装置取决于传感器的控制信号可以确定总转矩,该总转矩由内燃发动机10和电机20提供并且至少部分地提供给变速器30。内燃发动机10和电机20之间的耦联可以优选地在这两个部件之间既实现负的,也实现正的转矩传递。
优选使至少一部分要用于混合动力汽车推动的能量以及用于供给汽车电路所必需的能量在时间上位于前面的回收过程中获得。这里汽车的减速相被用来回收能量,其中将汽车必需的制动功率以尽可能大的部分通过电机10的发电运行(发电模式)用来对电能存储机构50充电。因为这种能量否则的话作为损失能量在汽车的制动设备里被转化成热量,因此其中对于最优化汽车运行的消耗有大的潜能。理想地为此可以使用一种可变制动设备,它这样来分配制动力,以至于最大的部分应用到电机10的发电运行并且只有在超过一个最大制动力矩时才使通常的汽车制动器激活。为此所需的机电或电液制动设备化费很大并且价格昂贵。按照本发明的方法可以使再生方案有效地适应于通常的,优选液压的制动设备。
为了简化起见以下借助于制动力矩的术语来说明制动过程,其中很显然,以等效的方式也可以借助于制动功率的术语来说明。在汽车运行时例如可以借助于存入发动机控制仪里的特性曲线族将制动力矩换算成制动功率。
按照本发明,在有制动要求时用一个额定值M额定在时刻t1按以下规则给汽车提供一个总制动力矩M:
若M额定≤M阈,则M=MG,
若M额定>M阈,则M=MG+MF,
其中在时刻t1对于制动力矩MG来选择一个值M偏移>0,而且MF>0是一个由汽车制动器提供给汽车的制动力矩。
该提供给汽车的制动力矩MG在图1所示配置中通过离合器40被施加于一个未示出的驱动轴上。正如本身就已知的那样,此时产生的电能被提供给电能存储机构50。很显然,按照本发明的方法可以被组合成本身已知的制动操纵方案,优选ABS(防抱死***)、ASR(防侧滑调节装置)、制动助力器或类似装置。对应的规则构造优选在发动机控制仪和/或制动控制仪里实现。
优选根据驱动要求来实现制动要求。优选通过加速踏板的位置和/或运动速度来传递驱动要求,所述驱动要求优选由一个加速踏板模块来检测。如通常那样,汽车司机在一个时刻t1确定了加速踏板的位置和/或运动速度。若司机从加速踏板上抬起脚,那么按照本发明就确定了制动要求的一个额定值M额定,其中如果M额定<=M阈的话,电机10在发电模式中给汽车提供发电制动力矩MG。另外按照本发明,总制动力矩M在时刻t1只是通过值MG来给定,其中MG具有一个值M偏移>0。若M额定<M阈,那么由汽车制动器给汽车附带地提供一个制动力矩MF>0。额定力矩M额定优选通过一个值M最大限定,以阻止超出规定的物理极限,例如制动设备的温度。
在本发明的一种优选的实施方式中,制动要求取决于制动踏板的一个规定的位置和/或运动速度。
特别优选的是:在一个制动踏板位置0处已经给汽车提供一个发电力矩M偏移。为了说明这种实施方式,在图2中示出总制动力矩M与制动踏板位置PW的关系曲线,其中最大制动力矩用M最大表示。在制动踏板位置=0时已经显示出一个偏移值M偏移。直至达到一个阈值S2都适合下式:
M=MG
按照本发明,在踏板位置PW1处存在一个回收潜能RK,所述踏板位置对应于额定值M额定。回收潜能RK在制动踏板位置PW1时小于总力矩M,因为在位置PW1时已经超过了阈值S2。显然,在一种特别简单的实施方式中阈值S2可以与踏板位置PW无关。
为了与按照本发明的力矩分配进行比较,在图2中也还示出两种回收方法的变型方案,正如它们由现有技术已知的那样。在用M1表示的变型方案中,当司机有制动要求时,自制动踏板位置0开始,将总制动力矩M分配成两部分,一部分通过电机的发电运行而产生,为M1,另一部分通过通常的汽车制动器施加。两种制动力矩的和为总制动力矩M’。在踏板位置PW2时开拓了一个回收潜能RK1。用M2表示第二变型方案,其中这里有小的制动要求的第一范围首先只是通过电机的发电运行来满足。为此例如可以充分利用制动踏板的空行程,在此空行程中已经给电机施加了一个小的发电力矩。只有当超过阈值S1时才使汽车制动器激活。在制动踏板位置PW2处从该由曲线M’给定的总制动力矩中开拓了一种比在第一变型方案时更大的再生潜能RK2。由图还可见到,用按照本发明的方法可以达到比第二变型方案还要更高的回收潜能。
按照本发明的方法随着制动力矩偏移量的施加在时刻t1时包含了对行驶性能的可察觉到的不利影响的危险。为了避免这样的影响,以下涉及用于接通制动力矩MG的优选的方案。首先可以发现,在有制动要求时取决于一种驱动要求,尤其是加速踏板的一个预先规定的卸荷值,司机反正期待一种快速的变换至汽车的一种减小的推进力。为了减小太强烈的冲击或者说所诱发的在传动系中的振动还规定:按照一个规定的接通函数在一个时间间隔t1+Δt之内使制动力矩MG从一个起始值M偏移接通到一个值M0,Δt在2s和0.01s之间的范围里。优选Δt的值为2s,1s,500ms或100ms。优选使接通函数有一种与时间相关的斜坡状的上升。另外可以使制动力矩MG按照一种规定的滤波函数滤波来抑制在规定的时间间隔t1+tf之内制动力矩的波动。tf优选在2s和0.01s之间的范围里并且优选具有一个值2s,1s,500ms或100ms。此外可以显现出对于时间间隔最大为2s,5s,10s,30s和优选最大60s的偏移值M偏移,并接着优选又被去除。
所显示的偏移值M偏移的大小优选规定取决于汽车的运行状态,以保证可接受的行驶舒适度。偏移值M偏移优选取决于以下参数中的至少一个参数来选择:汽车速度VFZG,内燃发动机曲轴的转速nMot,变速换挡的接入挡转速nGang或者在内燃发动机和变速器之间的一个离合器装置的开启状态,发动机温度,尤其是冷却介质温度和/或油温,电能存储机构的充电状态SOC(State of Charge)、在电能存储机构的额定值和实际充电状态之间的差值或者汽车减速的值。在具有高运行阻力的高的汽车速度时和/或具有高的发动机牵引力矩的高的发动机转速nMot时优选规定相对较高的值M偏移。相应地,在汽车速度VFZG和/或发动机转速nMot为低的值时,可以优选设定较小的值M偏移。由于在低的变速器挡位时有高的减速比在这种情况下符合发展趋势地只允许较小的值M偏移。很显然相同的方案也适合于值M0。另外发电制动力矩MG的值原则上可以取决于至少所述的参数来选择。尤其要指出,值MG以及M偏移和/或M0可以根据加速踏板和/或制动踏板的位置和/或运动速度来选择。
在图3中示出用于根据时间按照本发明来接通发电制动力矩的另外一种优选的方法,其中为了进行比较,虚线曲线表示了一种传统的方法。这里可以认为:在电机和内燃发动机之间没有使用离合器或者当使用离合器时该离合器未打开。除了表示出MG之外还表示了汽车速度VFZG和汽车制动器制动力矩M,它们分别与时间有关。按照图3由一种具有恒定行驶速度的行驶运行开始汽车制动,直至时刻t3时停止。
在时刻t2时,司机操纵制动踏板并且汽车随后就减速,直至在时刻t3时停止。在通常的情况下施加一个相应的发电制动力矩。这里表示出:在超过阈S1之后在电机和汽车制动器之间进行了制动力矩的分配。如本身就已知的那样,刚好在到达汽车停止之前去除发电制动力矩。接着只还通过汽车制动器进行制动。这里更加适宜地要考虑到:当低于内燃发动机的最小允许转速时必需有一个脱开离合的过程。
按照本发明,已在时刻t1司机从加速踏板上抬起脚,就发生了加速踏板的卸荷,从而出现一个具有偏移值的发电制动力矩MG。在时刻t2,也就是说在该时刻司机操纵制动踏板,那就施加一个更高的发电制动力矩MG并且与此相应地通过汽车制动器所要施加的制动力矩MF要小于在通常方法时的制动力矩。
在按照本发明的方法的一种特别有利的设计方案中,将一个发电制动力矩MG在加速踏板卸载时,也在一个换挡时间内,当变速器换挡在一个调高挡过程时,在离合装置完全或部分开启时施加上。此时要充分利用以下情形,即发动机转速或者说内燃发动机曲轴的转速nMot为了从较低的挡位连接到较高的挡位首先必须减小。按照这种优选的改进方案可以很大程度上避免否则在转速同步时,例如在一个离合器中所产生的能量损失。优选这样来控制制动力矩,使得在传力连接至一个较高挡时发动机曲轴和变速器输入轴具有几乎相同的转速。
在调高挡时按照本发明的回收方法的使用尤其适合于手动变速器,但也可以在自动变速器中如自动转换变速器、直接换挡变速器、自动化的手动变速器或类似装置中在换挡时使用。
在一种自动变速器中,按照本发明发电制动力矩MG通过集成在换挡方法中进行控制。在一种手动变速器中为了控制换挡时间ts的制动力矩MG使用了一个规定的函数,MG按该函数变化,优选根据典型的换挡过程来求出这种函数并在汽车的发动机控制仪里实施。
因为发动机转速或者说内燃发动机曲轴的转速nMot在换挡过程中或者说换挡时间内可能降到变速器输入轴转速nGang以下,因此规定:一旦发生这种情况的话,使发电制动力矩MG减小到零或者相应地去除。必要时也可以借助于电机提升发动机转速,此时转速nMot小于转速nG。
附图标记列表
10内燃发动机
20电机
30变速器
40离合器
50电能存储机构
60可选择的离合器
M制动力矩
MG发电制动力矩
M1,M2,M’按现有技术的转矩变化曲线
RK1,RK2,RK再生潜能
M0发电的制动力矩
MF汽车制动器制动力矩
Claims (14)
1.具有内燃发动机和电机的混合动力汽车运行的方法,其中至少一个电机在发电机模式下将汽车的动能转化成电功率并可以给汽车提供一个发电的制动力矩MG或者一个对应的制动功率PG,其特征在于,汽车司机在一个时刻t1确定了加速踏板的位置和/或运动速度,并且在有制动要求时用一个额定值M额定在时刻t1给汽车提供一个按如下规则的总制动力矩M:
若M额定≤M阈,则M=MG,
若M额定>M阈,则M=MG+MF,
而且在时刻t1对于制动力矩MG来说选一个值M偏移>0,其中MF>0是一个由汽车制动器提供给汽车的制动力矩;或者在一种制动要求时用一个额定值P额定在时刻t1给汽车提供一个按照以下规则的总制动功率P:
若P额定≤P阈,则P=PG,
若P额定>P阈,则P=PG+PF,
而且在时刻t1对于制动功率PG来说选一个值P偏移>0,其中PF>0是一个由汽车制动器提供给汽车的制动功率。
2.按权利要求1所述的方法,其特征在于,所述制动要求根据一个驱动要求来实现。
3.按权利要求2所述的方法,其特征在于,所述制动要求在加速踏板的一个规定的卸荷值时实现。
4.按权利要求1至3中任意一项所述的方法,其特征在于,所述制动要求根据制动踏板的一个规定位置和/或运动速度来实现。
5.按权利要求1至3中任意一项所述的方法,其特征在于,按照一种规定的接通函数来接通制动力矩MG。
6.按权利要求1至3中任意一项所述的方法,其特征在于,按一个规定的滤波函数在一个规定的时间间隔t1+tF之内进行制动力矩MG的滤波来抑制制动力矩波动,tF在2s和0.01s之间的范围里。
7.按权利要求1至3中任意一项所述的方法,其特征在于,偏移值M偏移取决于汽车的运行状态来选择。
8.按权利要求1至3中任意一项所述的方法,其特征在于,所述制动力矩MG具有不同时间间隔的偏移值M偏移,该时间间隔最大为2s,5s,10s,30s,或者60s;并使偏移值接着又被去除。
9.按权利要求1至3中任意一项所述的方法,其特征在于,在换挡时间ts里,在变速器换挡的换高挡过程中,在离合器装置完全或部分打开时将制动力矩MG提供给汽车。
10.按权利要求9所述的方法,其特征在于,根据内燃发动机曲轴转速nMot和变速器输入轴转速nG来控制值MG来实现转速同步。
11.按权利要求9所述的方法,其特征在于,对于制动力矩MG来说选择一个值≤0,此时内燃发动机曲轴转速nMot小于变速器输入轴转速nG。
12.按权利要求1至3中任意一项所述的方法,其特征在于,汽车具有一个手动变速器。
13.按权利要求1至3中任意一项所述的方法,其特征在于,汽车具有一个自动变速器。
14.按权利要求1至3中任意一项所述的方法,其特征在于,一个对应于制动力矩MG的电功率至少部分地被提供给一个电能存储机构。
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DE102011085901A1 (de) * | 2011-11-08 | 2013-05-08 | Bayerische Motoren Werke Aktiengesellschaft | Verfahren zur Steuerung einer durch eine Betriebsbremse und eine elektrische Generatorbremse gebildeten Bremseinrichtung eines Fahrzeugs |
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