• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for controlling a hybrid driveline (2), comprising. an internal combustion engine (3), an electric machine (4), a gearbox (6) with an input shaft (10) and an output shaft (18), the internal combustion engine (3) and the electric machine (4) being connected to the input shaft (10) ). The method comprises the following steps: a) disconnecting the internal combustion engine (3) from the input shaft (10) by means of a coupling device (12), b) inserting a starting gear in the gearbox (6), which starting gear is higher. than the gear at which the torque of the internal combustion engine (3) at idle speed is capable of driving the input shaft (10), c) generating a torque of the input shaft by means of the electric machine (4), d) accelerating the electric machine 4, and e) switching the internal combustion engine 3 to the input shaft 10 by means of the coupling device 12 when the electric machine 4 has reached substantially the same speed as the internal combustion engine 3. The invention also relates to a hybrid driveline (2) and a vehicle (1). (Fig. 2)
    公开号:SE1650388A1
    申请号:SE1650388
    申请日:2016-03-23
    公开日:2017-09-24
    发明作者:Liwell Mats；Nilsson Mattias；Sundén Fredrik；Kourie Afram
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    Method for controlling a hybrid driveline, a hybrid driveline and a vehicle, including such a hybrid driveline.
    BACKGROUND OF THE INVENTION AND PRIOR ART The present invention relates to a method of steering a hybrid driveline according to the preamble of claim 1. The invention also relates to a hybrid driveline according to the preamble of claim 7 and a vehicle according to the preamble of claim 8, comprising such a hybrid driveline.
    A hybrid-powered vehicle is driven by an internal combustion engine and an electric machine, which work together to deliver the desired power and to, among other things, obtain good fuel economy in the vehicle. The electric machine can also be used to brake the vehicle, whereby the electric machine acts as a generator and thus returns energy to an electric accumulator in the vehicle. The vehicle is also equipped with a gearbox to distribute power from the internal combustion engine and the electric machine and to provide suitable gearing to the vehicle's drive wheels.
    The internal combustion engine has an optimal operating speed range, which means that it usually cannot deliver maximum torque at low speeds. For this reason, the vehicle must be set in motion with a low gear engaged, which means that a number of shifts must be made before the vehicle reaches the desired target speed.
    The vehicle must also be set in motion in low gears to limit wear on the clutch during start-up. The number of shifts that must be made before the vehicle reaches the desired target speed also leads to a number of torque interruptions, which have a negative effect on the driver's and passengers' ride comfort.
    During the starting process, the average speed of the internal combustion engine will be greater compared with operation at a substantially even speed, which has an effect on fuel consumption.
    Document FR2777231 shows how an electric motor and an internal combustion engine interact in parallel in a hybrid driveline.
    Document US2011 / 0087390 shows how an electric motor and an internal combustion engine interact in series in a hybrid driveline. The internal combustion engine is arranged between the electric motor and the gearbox. The electric motor is directly connected to the internal combustion engine.
    SUMMARY OF THE INVENTION Despite known solutions, there is a need to further develop a hybrid driveline which allows for lower fuel consumption, less clutch wear and improved driving comfort for drivers and passengers.
    The object of the present invention is thus to provide a hybrid driveline which allows a lower fuel consumption, a less clutch wear and an improved ride comfort for drivers and passengers.
    This object is achieved with a method for controlling a hybrid driveline according to the type mentioned in the introduction, which method is characterized by the features stated in the patent claim 1.
    According to the method according to the invention, the internal combustion engine is assisted by the electric machine torque during the start in a speed range where the internal combustion engine has low available torque. To achieve this, the electric machine torque needs to be available during the entire starting process.
    The invention provides a hybrid driveline which allows for lower fuel consumption, less clutch wear and improved driving comfort for drivers and passengers.
    In order to be able to carry out an electric start with the electric machine and with a high gear engaged, there is a control function to determine how much energy is in the energy storage.
    It is then possible to ensure that the start is performed only with the electric machine. The examination is performed by estimating the energy required to take the vehicle with a certain acceleration to the speed at which the internal combustion engine is to take over the operation of the vehicle from the electric machine.
    If there is not enough energy in the energy storage, a lower starting gear is selected. This method ensures that as high a starting gear as possible, which allows a fully electric start with the electric machine can be used. Thus, it is possible to calculate which maximum gear can be used when starting with the electric machine alone, or whether the internal combustion engine is to be switched on in whole or in part to supply torque together with the electric machine to the input shaft of the gearbox.
    The method according to the invention results in an improved drivability of the vehicle, since a wider speed range can be used. The result is that the driveline can deliver the required torque at low speeds of the internal combustion engine, which leads to a reduced fuel consumption.
    It is possible to get the vehicle rolling at higher starting gears, as a high torque is available at a low internal combustion engine speed. Bringing the vehicle into rolling at higher gears also means that the number of gears can be reduced until the desired speed is reached. When driving a vehicle with a large number of starts and stops, as in bus traffic, the driving comfort of the driver and passengers is affected in a positive sense if a large number of shifts can be avoided.
    When the vehicle is brought into motion with the electric machine alone, the clutch wear and also the fuel consumption decreases, since kinetic energy stored in the energy storage can be returned to the electric machine.
    According to an embodiment of the invention, the clutch device is a friction clutch which is partially engaged, so that at least a certain part of the available torque from the internal combustion engine is supplied to the input shaft of the gearbox. This means that the internal combustion engine and the electric machine together supply torque to the input shaft of the gearbox. This is needed if the requested torque exceeds the maximum torque that the electric machine can deliver.
    According to yet another embodiment, the speed of each shaft is sensed with a first speed sensor arranged next to the input shaft and a second speed sensor arranged at the output shaft. Thus, the hybrid driveline can be controlled on the basis of information on the speed of the input and output axles of the gearbox. The above objects are also achieved with a hybrid driveline of the kind mentioned in the introduction, which is characterized by the features stated in claim 7, and by a vehicle of the kind mentioned in the introduction, which is characterized by the features stated in claim 8.
    Additional advantages of the invention will become apparent from the following detailed description.
    BRIEF DESCRIPTION OF THE DRAWINGS In the following, as an example, preferred embodiments of the invention are described with reference to the accompanying drawings, in which: Fig. 1 shows in a side view a schematically shown vehicle with a hybrid driveline according to the present invention, Figs. Fig. 2 shows in a side view a schematically shown hybrid driveline according to the present invention, Fig. 3 shows a diagram of torque in relation to speed for a hybrid driveline in a vehicle according to the present invention, Fig. 4 shows a diagram of speed in relation to elapsed time for a hybrid driveline in a vehicle according to the present invention, Fig. 5a shows a diagram of speed in relation to the elapsed time of a hybrid driveline in a vehicle according to the present invention, Fig. 5b shows a diagram of torque in relation to the elapsed time of a hybrid driveline in a vehicle according to the present invention, Fig. 5c shows a diagram of torque in relation to the past t d for a hybrid driveline in a vehicle according to the present invention, and Fig. 6 shows a circuit diagram of a method for controlling a hybrid driveline according to the present invention.
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION Fig. 1 relates to a side view of a schematically shown vehicle 1, which comprises a hybrid drive line 2 with an internal combustion engine 3 and an electric machine 4, which are connected to a gearbox 6x. is further coupled to the drive wheel 8 of the vehicle 1 via a propeller shaft 7.
    Fig. 2 schematically shows a hybrid driveline 2, which comprises the internal combustion engine 3 and the engine 4, which are coupled to an input shaft 10 of the gearbox 6. The internal combustion engine 3 can be switched on and off the input shaft 10 by means of a coupling device 12, which may be manually and / or automatically maneuverable. The gearbox 6 is preferably a split manual automatic transmission (AMT) and includes a split gear unit 13 and a main gear unit 15. The split gear unit 13 interconnects an input shaft 10 with a side shaft 16. The main gear unit 15 engages the side shaft 16 with a main shaft 14, which is connected to a shaft 18 extending from the gearbox. On the input shaft 10, the side shaft 16 and the main shaft 14, one or more transmission elements 20 in the form of gears and gears are arranged, which interconnect the respective shafts 10, 16, 14. It should be mentioned in this context that the gearbox can be another type of gearbox. A first speed sensor 42 is provided at the input shaft 10 to sense the speed of the input shaft 10 and a second speed sensor 44 is provided at the output shaft 18 to sense the speed of the output shaft 18. The output shaft 18 is connected to the propeller shaft 7, which is connected to an end gear 24, which in turn is connected to the drive wheel 8 of the vehicle 1 via a drive shaft 48. An electronic control unit 26 is connected to the internal combustion engine 3, the coupling device 12, the electric machine 4, the gearbox 6 and the speed sensors 42, 44 by means of electrical conductors 28. An energy storage 46 for the electric machine 4 is via conductors partly connected to the electric machine 4 and partly connected to the electronic control unit 26. The energy storage 46 can be an electric accumulator. Instead of transmitting signals through the electrical conductors 28, signals between the electronic control unit 26 and the internal combustion engine 3, the coupling device 12, the electric machine 4, the gearbox 6, the speed sensors can be transmitted wirelessly. The electronic control unit 26 may comprise a memory M and a computer program P. It is also possible to connect the end computer 30 to the control unit 26.
    Fig. 3 shows a diagram of torque T in relation to speed n in a vehicle 1 with a hybrid driveline 2 according to the present invention. It can be seen from the line graph in Fig. 3 that even at low speeds n the electric machine 4 can generate its maximum torque Tem. The solid graph represents the drive torque of the internal combustion engine 3, which at low speeds can produce a significantly lower torque TC in comparison with the electric machine 4. The difference between the maximum available torqueTem of the electric machine 4 and the maximum available torque TC of the internal combustion engine 3 at low speeds is indicated by AT in fig. 3. As the speed of the internal combustion engine 3 increases, the torque available from the internal combustion engine 3 will increase. Fig. 3 shows how the torque of the internal combustion engine 3 increases substantially linearly in the speed range A in order to achieve the maximum available torque at the end of the speed range A. The greater the reaction moment that the internal combustion engine 3 encounters, the longer it takes for the internal combustion engine to reach its maximum torque at the same time as the speed range A is constant.
    Fig. 4 shows a diagram of the speed n of the input shaft 10 of the gearbox 6 relative to the elapsed time t, for a hybrid driveline 2 in a vehicle 1 according to the present invention. The dashed graph shows how a number of shifts are performed in the gearbox 6, which means that the speed n during the starting process will vary. The solid drag graph shows how the speed n of the input shaft 10 according to the present invention varies substantially linearly during the starting process. This means that the hybrid driveline 2 allows a lower fuel consumption, a less clutch wear and an improved ride comfort for drivers and passengers.
    Fig. 5a shows a diagram of the speed n of the input shaft 10 of the gearbox 6 relative to the elapsed time t, for a hybrid driveline 2 in a vehicle 1 according to the present invention. The graph with a solid line shows the 3-speed of the internal combustion engine during a starting process. Before the vehicle 1 starts moving, the internal combustion engine 1 is preferably driven at idle speed and the clutch 12 is open, which means that the internal combustion engine 1 does not exert a torque on the input shaft 10 of the gearbox 6. To move the vehicle 1, energy E is supplied from the energy storage 46 to the electric machine 4, which means that the electric machine 4 will exert a torque on the input shaft 10. The vehicle 1 then begins to roll. The speed of the electric machine 4, which has increased substantially linearly, is shown by a broken line in Fig. 5a. When the speed of the electric machine 4 substantially corresponds to the speed of the internal combustion engine 3, the clutch 12 is closed, whereby the speed of the internal combustion engine 3 increases to cause the vehicle 1 to travel at the desired speed. Since the electric machine 4 is connected in series with the internal combustion engine 3, the speed of the electric machine 4 will correspond to the speed of the internal combustion engine 3. Depending on the operating conditions, however, the supply of energy to the electric machine 4 will cease when the internal combustion engine 3 is switched on, which means that the electric machine 4 no longer exerts torque on the input shaft 10. During start in a speed range where the internal combustion engine 3 is available during the entire starting process, ie until the internal combustion engine 3 delivers the maximum available torque.
    To be able to perform an electric start with the electric machine 4 and with high gear, there is a control function to determine how much energy Ee | which is present in the energy storage 46. It is then possible to ensure that the start is performed only with the electric machine 4. The determination is performed by estimating the energy, Ek required to bring the vehicle 1 to the speed where the internal combustion engine 3 with a certain acceleration shall take over the operation of the vehicle 1 from the electric machine 4. To make the starting gear selection more robust, the supply energy Ek is added an estimated amount of energy Em which corresponds to the amount of energy the vehicle 1 requires before the actual departure, which may be about starting the internal combustion engine 3 and if the vehicle 1 is driven only by the electric machine 4 at low speed.
    The energy Ee | which must be present in the energy storage 46 to carry out an electric start with a high gear must thus meet the condition: Eei> Ek + Em [1] If the energy Ee in the energy storage 46 does not meet the condition, a lower starting gear is selected. In this way it is ensured that as high starting gears as possible, which allow a completely electric start with the electric machine 4 can be used.
    The starting process described in connection with Fig. 5a is performed with a starting gear in gearbox 6, which starting gear is higher than the gear at which the torque of the internal combustion engine at idle speed is able to drive the input shaft 10. The line D, which consists of points in fig. 5a represents the speed increase that would occur with the lowest gear engaged. Thus, the electric machine 4 would reach the same speed as the internal combustion engine 3 at an earlier time compared to if a higher gear was stored, which would result in a larger number of shifts in the gearbox 6 to reach the desired target speed and speed of the vehicle 1.
    Fig. 5b shows a diagram of the torque T of the internal combustion engine 3 shown in solid line and the electric machine 4 shown in broken line in relation to the past time, in a vehicle 1 with a hybrid driveline 2 according to the present invention according to a first operating condition. In the event that the maximum available torque of the electric machine 4 exceeds a requested torque from the vehicle driver, the torque required to get the vehicle 1 rolling can be completely provided by the electric machine 4. To bring the vehicle 1 into rolling, only the torque from the electric machine 4 acts on the input shaft 10 to the gearbox 6. When the clutch 12 closes, which occurs at a time indicated by the vertical dotted line L1 in Fig. 5b, the torque of the internal combustion engine 3 acts on the input shaft 10. At the time t for the engagement of the internal combustion engine 3 ceases. the electric machine 4 to apply torque to the input shaft 10. The internal combustion engine 3 is then controlled to the torque requested by the vehicle driver, which corresponds to the torque indicated by the horizontal dotted line L2 in Fig. 5b. They also show that the torque of the electric machine 4 and the internal combustion engine 3 during the starting process together will have a substantially planar torque curve, which coincides with the horizontal dotted line L2.
    Fig. 5c shows a diagram of the torque T of the internal combustion engine 3 shown in solid line and the electric machine 4 shown in broken line in relation to the past time, for a hybrid driveline 2 in a vehicle according to the present invention according to a second mode of operation. In the event that the maximum available torque of the electric machine 4 falls below a requested torque from the vehicle driver, not only the electric machine 1 can provide the torque required to get the vehicle 1 rolling. Instead, the internal combustion engine 3 must help to bring the vehicle 1 into rolling by partially closing the clutch 12 and applying torque to the input shaft 10 with sliding clutch 12. The torque requested by the driver is indicated by the horizontal dotted line L3 in Fig. 5c. The torque applied by the internal combustion engine 3 with sliding clutch 12 is indicated by the horizontal dotted line L4 in Fig. 5c. The combined torque of the electric machine 4 and the internal combustion engine 3 will thereby correspond to the torque requested by the driver. At the time of switching on the internal combustion engine 3, the electric machine 4 ceases to exert torque on the input shaft 10, the internal combustion engine 3 instead taking over the task of exerting torque on the input shaft 10. The internal combustion engine 3 is simultaneously controlled against and by the torque driver indicated by the horizontal dotted line L3 in Fig. 5b.
    Fig. 6 shows a flow chart of a method for controlling the hybrid driveline. The method comprises the following steps: a) disconnecting the internal combustion engine 3 from the input shaft 10 by means of a clutch device 12, b) inserting a starting gear in the gearbox 6, which starting gear is higher than the gear at which the torque of the internal combustion engine 3 at idle speed is to drive it shaft 10, c) generating a torque of the input shaft by means of the electric machine 4, d) accelerating the electric machine 4, and e) coupling the internal combustion engine 3 to the input shaft 10 by means of the coupling device 12 when the electric machine 4 reaches substantially the same speed as the internal combustion engine 3.
    According to an embodiment of the invention, the coupling device 12 is a friction coupling and between steps c) and d) the coupling device 12 is partly coupled in a step f), so that at least a certain part of the available torque from the internal combustion engine 3 is supplied to the input shaft 10.
    The method also comprises the further step of after step e): g) interrupting the generation of torque with the electric machine 4. between steps a) and b) it is determined in step h) how much energy Eei is in an energy storage 46 for the electric machine 4.
    In step b), the choice of gear is preferably controlled by how much energy Ee | contained in the energy storage 46.
    Preferably, the speed of the respective shaft 10, 18 is sensed with a first speed sensor 42 arranged at the input shaft 10 and a second speed sensor 44 arranged at the second shaft 18.
    According to the invention there is provided a computer program P, which may comprise routines for controlling a hybrid driveline 2 according to the present invention.
    The computer program P may comprise routines for controlling a hybrid driveline 2 according to the procedure steps specified above.
    The program P can be stored in an executable manner or in a compressed manner in a memory M and / or in a read / write memory R.
    The invention also relates to a computer program product comprising a program code stored on a computer-readable medium for performing the above procedure steps, said program code being run on the control unit 26 or another computer connected to the control unit 26. Said program code may be non-volatile stored on mentioned by a computer readable medium.
    The stated components and features stated above can be combined within the scope of the invention between different specified embodiments.
    权利要求:
    Claims (10)
    [1]
    A method for controlling a hybrid driveline (2), comprising - an internal combustion engine (3), - an electric machine (4), - a gearbox (6) with an input shaft (10) and an output shaft (18), wherein for the internal combustion engine (3) and the electric machine (4) are connected to the input shaft (10), characterized in that the method comprises the following steps: a) disconnecting the internal combustion engine (3) from the input shaft (10) by means of a coupling device (12) , b) insert a starting gear into the gearbox (6), which starting gear is higher than the gear at which the torque of the internal combustion engine (3) at idle speed is capable of driving the input shaft (10), c) generating a torque of the input shaft (10 ) by means of the electric machine (4), d) accelerating the electric machine (4), and e) coupling the internal combustion engine (3) to the input shaft (10) by means of the coupling device (12) when the electric machine 4 has reached substantially the same speed as the internal combustion engine 3.
    [2]
    Method according to claim 1, characterized in that the coupling device (12) is a friction coupling and that between steps c) and d): step f) the coupling device (12) is partially engaged, so that at least a certain part of the available torque from the internal combustion engine (3) is supplied to the input shaft (10).
    [3]
    Method according to one of Claims 1 or 2, characterized in that after step e): g) interrupts the generation of torque with the electric machine (4).
    [4]
    Method according to one of the preceding claims, characterized in that between steps a) and b): step h) determines how much energy (Eei) is present in an energy storage (46) for the electric machine (4).
    [5]
    Method according to claim 4, characterized in that in step b): selection of gear is controlled by how much energy (Ee |) is present in the energy storage (46). 12
    [6]
    Method according to one of the preceding claims, wherein the speed of the respective shaft (10, 18) is sensed by a first speed sensor (42) arranged at the input shaft (10) and a second speed sensor (44) arranged at the second shaft (18). .
    [7]
    Hybrid driveline, characterized in that the hybrid driveline (2) comprises means adapted to carry out the method according to any one of claims 1-6.
    [8]
    Vehicle, characterized in that it comprises a hybrid driveline (2) according to claim 7.
    [9]
    Computer program (P) for controlling a hybrid driveline (2) wherein said computer program (P) comprises program code for causing an electronic control unit (26) or another computer (30) connected to the electronic control unit (26) to perform the steps according to any one of claims 1 to 6.
    [10]
    A computer program product comprising a program code stored on a medium readable by a computer (30) for performing the method steps according to any one of claims 1 to 6, said program code being executed on an electronic control unit (26) or another computer (30) connected to the electronic control unit (26).
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    CN108698602B|2021-11-09|
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    DE102016202828A1|2016-02-24|2017-08-24|Bayerische Motoren Werke Aktiengesellschaft|Drive system for a hybrid vehicle and method for operating such a drive system|CN111086499B|2019-09-30|2021-02-26|苏州益高电动车辆制造有限公司|Hybrid electric vehicle, control method, computer device and readable storage medium|
    CN112240387A|2020-09-25|2021-01-19|浙江吉利控股集团有限公司|Hybrid vehicle gear selection method and system, electronic equipment and storage medium|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1650388A|SE540141C2|2016-03-23|2016-03-23|A method of operating a hybrid driveline, a hybrid driveline and a vehicle, comprising such a hybrid driveline|SE1650388A| SE540141C2|2016-03-23|2016-03-23|A method of operating a hybrid driveline, a hybrid driveline and a vehicle, comprising such a hybrid driveline|
    CN201780012323.4A| CN108698602B|2016-03-23|2017-03-22|Hybrid powertrain control method, hybrid powertrain and vehicle comprising such a hybrid powertrain|
    KR1020187029520A| KR102091226B1|2016-03-23|2017-03-22|Method for controlling hybrid powertrain, hybrid powertrain, and vehicle including such hybrid powertrain|
    BR112018015322A| BR112018015322A2|2016-03-23|2017-03-22|method for controlling a hybrid power train, a hybrid power train, and a vehicle comprising such a hybrid power train|
    PCT/SE2017/050272| WO2017164799A1|2016-03-23|2017-03-22|Method for controlling a hybrid powertrain, a hybrid powertrain, and a vehicle comprising such a hybrid powertrain|
    US16/085,925| US20190100206A1|2016-03-23|2017-03-22|Method for controlling a hybrid powertrain, a hybrid powertrain, and a vehicle comprising such a hybrid powertrain|
    EP17770710.6A| EP3433151A4|2016-03-23|2017-03-22|Method for controlling a hybrid powertrain, a hybrid powertrain, and a vehicle comprising such a hybrid powertrain|
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