本申请是2016年12月14日提交的US申请序列号No.15/378,139的部分继续申请，该申请的全部公开内容通过引用的方式而被明确地并入本文。This application is a continuation-in-part of US Application Serial No. 15/378,139 filed December 14, 2016, the entire disclosure of which is expressly incorporated herein by reference.
技术领域technical field
本发明涉及一种混合动力电动车辆，特别地，涉及一种用于混合动力发电和存储系统与内燃引擎选择性联接的系统。本发明进一步涉及一种操作该系统的方法。The present invention relates to a hybrid electric vehicle and, in particular, to a system for selective coupling of a hybrid power generation and storage system with an internal combustion engine. The invention further relates to a method of operating the system.
背景技术Background technique
具有与电动发电机和电能存储系统结合的内燃引擎的混合动力电动车辆已经成为汽车领域中相当关注的焦点，特别是在乘用车领域中。混合动力电动车辆系统的发展最近才开始引起人们对例如车辆类别2-8中的卡车和公共汽车的商用及非公路车辆、土方设备及铁路应用、以及固定式内燃引擎动力装置的显著兴趣。Hybrid electric vehicles having an internal combustion engine combined with a motor-generator and an electrical energy storage system have become the focus of considerable interest in the automotive field, especially in the passenger car field. The development of hybrid electric vehicle systems has only recently begun to generate significant interest in commercial and off-highway vehicles such as trucks and buses in vehicle classes 2-8, earth moving equipment and railroad applications, and stationary internal combustion engine powerplants.
混合动力电动技术给出诸多优势，包括燃料效率的改进、有助于满足政府规章要求的内燃引擎排放和车辆噪声的减少、改进的车辆性能以及更低的车队运营成本。这些优势很大程度上通过混合动力电动系统重新获取否则会被浪费的能量(诸如由制动引起的否则会被耗散为到外界的热能的机械能)且在需要时的另一时间返回获取能量，诸如代替使用内燃引擎作为电源给车辆部件供电或者协助车辆推进，的能力而获得。Hybrid electric technology offers many advantages, including improvements in fuel efficiency, reductions in internal combustion engine emissions and vehicle noise that help meet government regulations, improved vehicle performance, and lower fleet operating costs. These advantages are largely through the hybrid electric system recapturing energy that would otherwise be wasted (such as mechanical energy caused by braking that would otherwise be dissipated as heat energy to the outside world) and returning to capture energy at another time when needed , such as the ability to power vehicle components instead of using the internal combustion engine as a power source or to assist in vehicle propulsion.
典型地，混合动力电动车辆电动发电机被布置为独立于内燃引擎(例如，在引擎向后轮提供推进动力的同时使用分离的电动马达给前轮供以动力且从前轮回收能量)，或者被联接到引擎，例如，被集成到引擎的“后部”(即，引擎的飞轮所定位的一端)或者引擎与至车轮的传动系(driveline)之间。该“在引擎后面”的位置容许电动发电机设备将转矩直接输送到车辆的传动系和车轮，并且例如在再生制动事件期间直接通过传动系驱动。后者的示例包括飞轮式电动发电机和分离的电动马达，在飞轮式电动发电机中，常规引擎的飞轮被修改为用作电动发电机转子并且同心安装的定子位于飞轮周围，分离的电动马达被布置在引擎和驱动轮之间，诸如在2009GMC Silverado轻型皮卡中通用汽车公司所给出的所谓的“双模式混合动力”变速器，在该变速器中，变速器容纳两个用于车辆推进和电能产生的电动马达。Typically, a hybrid electric vehicle motor-generator is arranged independently of the internal combustion engine (e.g., using a separate electric motor to power and recover energy from the front wheels while the engine provides propulsion power to the rear wheels), or Coupled to the engine, for example, integrated into the "rear" of the engine (ie, the end of the engine where the flywheel is located) or between the engine and the driveline to the wheels. This "behind the engine" location allows the motor-generator arrangement to deliver torque directly to the vehicle's driveline and wheels, and to be driven directly through the driveline, such as during a regenerative braking event. Examples of the latter include flywheel motor-generators, where the flywheel of a conventional engine is modified to serve as the motor-generator rotor and a concentrically mounted stator is located around the flywheel, and separated electric motors. The electric motor is placed between the engine and the drive wheels, such as what General Motors is offering in the 2009 GMC Silverado light-duty pickup truck, in what General Motors calls a "dual-mode hybrid" transmission, in which the transmission accommodates two motors for vehicle propulsion and An electric motor that generates electricity.
将电动发电机添加到内燃引擎的另一形式是使用所谓的起动器发电机。该方法将电动马达直接联接到引擎以作用为发电机(传统上通过常规的带驱动交流发电机施行的功能)和引擎起动器两者，从而减少重复的交流发电机和起动器电动马达的重量和成本。这种起动器发电机装置特别在所谓的引擎停止起动系统中有用，在车辆被停止时的时段引擎停止起动系统关闭引擎以节省燃料并且减少怠速排放(idling emission)。起动器发电机被定位在引擎后面(例如，适当工程化的飞轮电动发电机也可以被用作起动器)，而且被安装在引擎的前端，其中，起动器发电机可以驱动被直接联接到引擎曲轴的带。后一系统的示例“带交流发电机起动器”系统被通用汽车公司提供作为2007Saturn Vue运动型多用途车辆中的选项。这些系统非常难以适于大引擎，诸如商用车辆柴油引擎，因为电动马达必须更大以处理诸如起动和操作的各种部件的这些重型引擎的高得多的转矩需求(例如，引擎冷却风扇可能需求50KW以上的功率，需求大量转矩以驱动风扇带的负载)。进一步，这种扩大化系统中的带驱动会需要具有传送高水平转矩的能力，这是不可能的或者至少是不实际的，因为足够应付转矩需求的更厚且更宽的传动带和带轮可能比其它们的汽车对应物更大且更重，以至于其重量、尺寸和/或成本受到限制。Another form of adding a motor-generator to an internal combustion engine is to use a so-called starter-generator. This approach couples the electric motor directly to the engine to act both as a generator (a function traditionally performed by a conventional belt drive alternator) and as an engine starter, reducing the weight of duplicate alternator and starter electric motors and cost. Such starter-generator arrangements are particularly useful in so-called stop-start systems, which shut off the engine during periods when the vehicle is stopped to save fuel and reduce idling emissions. A starter-generator is positioned behind the engine (for example, a suitably engineered flywheel motor-generator could also be used as a starter) and is mounted at the front end of the engine, where the starter-generator can drive a motor directly coupled to the engine crankshaft belt. An example of the latter system is a "starter with alternator" system offered by General Motors as an option in the 2007 Saturn Vue sport utility vehicle. These systems are very difficult to adapt to large engines, such as commercial vehicle diesel engines, because the electric motors must be larger to handle the much higher torque demands of these heavy engines for various components such as starting and operation (e.g., engine cooling fans may It requires more than 50KW of power, and requires a large amount of torque to drive the load of the fan belt). Further, the belt drive in such an augmented system would need to have the ability to transmit high levels of torque, which is not possible or at least impractical due to thicker and wider drive belts and belt Wheels may be larger and heavier than their automotive counterparts so that their weight, size and/or cost are limited.
另一种电气化方法是使用多个单独的电动马达单独地驱动耗能的引擎和诸如空调压缩机、动力转向泵、气体压缩机、引擎冷却风扇和冷却剂泵的车辆附件，以通过从引擎移除附件负载而减少燃料消耗。该方法显著增加车辆重量、成本以及线束和控制系统线路长度和复杂度，潜在性地抵销了通过从引擎移除引擎附件负载而提供的燃料经济性或者排放减少增益。Another approach to electrification is to use multiple individual electric motors to individually drive energy-hungry engines and vehicle accessories such as air-conditioning compressors, power steering pumps, gas compressors, engine cooling fans, and coolant pumps to Reduce fuel consumption by removing accessory loads. This approach adds significantly to vehicle weight, cost, and wiring harness and control system line length and complexity, potentially negating the fuel economy or emissions reduction gains provided by removing engine accessory loads from the engine.
现有技术的混合动力电动车辆系统具有阻碍了在诸如商用车辆种的应用中采用其的许多缺点。这些缺点包括：与试图扩大混合动力电动传动系部件以处理大引擎的非常高的转矩输出(典型地，高转矩输出柴油引擎)相关联的工程难题；由于这些部件被集成到引擎的后部或者直接在传动系中而导致的引擎和电动发电机操作的相互依赖性(即，即使当引擎和电动发电机中的一个或另一个的旋转不被需要或者甚至对总体车辆操作效率不利时，两者也必须一起旋转)；以及在没有操作车辆的引擎或操作分离的车载辅助动力装置(“APU”)，诸如专用自包含内燃引擎包装或者包含多个常规电池及关联支持设备的专用电池，的情况下，不能独立地满足“酒店”负载(例如，商用车辆牵引车睡眠车厢的夜间气候控制和120伏电力需求)。这些辅助动力装置非常昂贵(典型地，几千美元)、非常重，并且在空间已经受拘束的车辆上需求大量空间。它们也进一步具有以下缺点：在燃料燃烧的APU的情况下，与明火关联的潜在危险以及产生在驾驶者休息时段期间会进入睡眠车厢的一氧化碳；以及在全电动APU的情况下，可能无法返回足够的能量以在车辆引擎关闭的情况下长时间提供车辆的所有附件需求。Prior art hybrid electric vehicle systems suffer from a number of disadvantages that prevent their adoption in applications such as commercial vehicles. These disadvantages include: the engineering difficulties associated with trying to expand hybrid electric drivetrain components to handle the very high torque output of a large engine (typically, a high torque output diesel engine); since these components are integrated into the rear of the engine interdependence of engine and motor-generator operation (i.e., even when rotation of one or the other of the engine and motor-generator is not required or even detrimental to overall vehicle operating efficiency) , both must also rotate together); and when not operating the vehicle's engine or operating a separate on-board auxiliary power unit ("APU"), such as a dedicated self-contained internal combustion engine package or a dedicated battery containing multiple conventional batteries and associated support equipment , the "hotel" load (e.g., night-time climate control and 120-volt power demand in a sleeping compartment of a commercial vehicle tractor) cannot be met independently. These auxiliary power units are very expensive (typically several thousand dollars), very heavy, and require a lot of space on already space constrained vehicles. They also further have the following disadvantages: in the case of fuel-burning APUs, the potential hazard associated with open flames and the generation of carbon monoxide that can enter the sleeping compartment during driver rest periods; and in the case of all-electric APUs, the potential for insufficient of energy to supply all of the vehicle's accessory needs for extended periods of time with the vehicle's engine switched off.
发明内容Contents of the invention
主要前端电动发电机系统部件的概述。An overview of the main front end motor generator system components.
本发明通过提供一种混合动力电动车辆系统而解决这些及其他问题，该混合动力电动车辆系统定位在引擎前端，而电动发电机以对车辆前部长度延长要求较少或者不要求的方式布置。如在该描述中所使用的，引擎的“前端”是与引擎产生的转矩输出从其传送到主要的转矩消耗件的该端相对的一端，转矩消耗件诸如车辆的变速器和驱动轮轴或者诸如泵驱动部的静止式引擎安装负载。典型地，引擎的后端是引擎飞轮所在的位置，前端是诸如引擎驱动的附件(如，空调和压缩气体压缩机、引擎冷却风扇、冷却剂泵、动力转向泵)的部件所在的位置。虽然随后的讨论主要着重于在引擎曲轴与车辆的纵向轴线对齐的商用车辆实施例，但是，本发明并不局限于前置引擎、纵向排列的引擎应用，而且可以被用于横向安装的引擎(包括定位在车辆前部或者后部的横向安装的引擎)，其在邻近于引擎的与飞轮端相对的一端的区域也可以具有空间高度受约束的环境。The present invention addresses these and other problems by providing a hybrid electric vehicle system that is positioned at the front end of the engine, with the motor generator arranged in a manner that requires little or no lengthening of the front of the vehicle. As used in this description, the "front end" of an engine is the end opposite the end from which the engine-generated torque output is transmitted to the primary torque consumers, such as the vehicle's transmission and drive axles Or a stationary engine mounted load such as a pump drive. Typically, the rear end of the engine is where the engine flywheel is located, and the front end is where components such as engine-driven accessories (eg, air conditioning and compressed air compressors, engine cooling fans, coolant pumps, power steering pumps) are located. While the ensuing discussion focuses primarily on commercial vehicle embodiments where the engine crankshaft is aligned with the longitudinal axis of the vehicle, the invention is not limited to front-engine, longitudinally aligned engine applications, and may be used with transversely mounted engines ( including a transversely mounted engine positioned at the front or rear of the vehicle) may also have a highly space-constrained environment in the area adjacent to the end of the engine opposite the flywheel end.
优选地，本发明的前端电动发电机系统具有定位在引擎的前部区域的电动发电机，其与引擎曲轴的旋转轴线侧横向偏离。优选地，电动发电机支撑在转矩传送段(也称之为“驱动单元”)上，例如，以其输入旋转轴线与引擎曲轴同轴地布置的深度窄小的单个减速并行轴齿轮箱。优选地，电动发电机定位在引擎和邻近的纵向车辆底盘框架构件之间的空间中的转矩传送段后面，或者在车辆的冷却剂散热器下面的空间中的转矩传送段的前部。本发明并不局限于对电动发电机的这些定位，而是其可以定位在引擎前部附近的区域里的任何位置，只要其安装的转矩传送段可以与引擎曲轴旋转轴线对齐。Preferably, the front end motor-generator system of the present invention has the motor-generator positioned in the front region of the engine laterally offset from the rotational axis side of the crankshaft of the engine. Preferably, the motor-generator is supported on a torque transfer section (also referred to as a "drive unit"), eg a narrow depth single reduction parallel shaft gearbox arranged with its input axis of rotation coaxial with the engine crankshaft. Preferably, the motor-generator is positioned aft of the torque-transmitting section in the space between the engine and adjacent longitudinal vehicle chassis frame members, or forward of the torque-transmitting section in the space below the vehicle's coolant radiator. The invention is not limited to these positionings of the motor generator, but it can be positioned anywhere in the area near the front of the engine as long as its mounted torque transmitting section can be aligned with the engine crankshaft axis of rotation.
优选地，转矩传送段也提供其输入和输出之间的合适的速度比(如，2：1的比率)，以更好地使引擎和电动发电机速度彼此适应，即，提供从引擎到电动发电机的速度增加以及从电动发电机输出的速度减小。转矩传送段可以是带有齿轮的齿轮箱或者另一驱动布置，诸如链带，其在引擎曲轴和转矩传送段之间的可脱离联接部(下面进一步讨论)的电动发电机侧，转矩传送段在电动发电机端和转矩传送段的引擎之间传送转矩。转矩传送段具有轴向上窄小的外形，以容许其被容纳在引擎曲轴前部和引擎前部的诸如引擎的冷却剂散热器的任何部件之间。Preferably, the torque transfer section also provides a suitable speed ratio between its input and output (eg, a 2:1 ratio) to better adapt the engine and motor-generator speeds to each other, i.e., to provide The speed of the motor generator increases and the speed of the output from the motor generator decreases. The torque transfer section may be a gearbox with gears or another drive arrangement, such as a chain belt, that turns on the motor-generator side of a detachable coupling (discussed further below) between the engine crankshaft and the torque transfer section. The torque transfer section transfers torque between the motor generator end and the engine of the torque transfer section. The torque transmitting section has an axially narrow profile to allow it to be accommodated between the front of the engine crankshaft and any component of the front of the engine such as the engine's coolant radiator.
本发明的重要特征是电动发电机经由在转矩传送段和曲轴前端之间的可切换联接部(即，可脱离)与引擎曲轴交换转矩。可切换联接部包括直接联接到引擎曲轴的引擎侧部分，能够与引擎侧部分接合以在二者之间传送转矩的驱动部分，以及接合装置，优选地，其是驱动部分和引擎侧部分之间在轴向上被致动的离合器。联接部的引擎侧部分包括曲轴振动阻尼器(此后，“阻尼器”)，其不像作为专用曲轴振动抑制装置的传统上为固定到曲轴的分离部件的常规曲轴阻尼器。该布置使得能够以灵活方式在附件驱动部、电动发电机和引擎之间传送转矩，例如，使附件驱动部通过不同转矩源(如，引擎和/或电动发电机)驱动的附件驱动部，使引擎作为转矩源以驱动作为发电机的电动发电机，和/或使电动发电机联接到引擎并且作为马达被操作以动作为补充车辆推进转矩源。An important feature of the present invention is that the motor-generator exchanges torque with the engine crankshaft via a switchable coupling (ie, disengageable) between the torque transfer section and the front end of the crankshaft. The switchable coupling comprises an engine side part coupled directly to the engine crankshaft, a drive part engageable with the engine side part to transmit torque between the two, and engagement means, preferably between the drive part and the engine side part clutches that are actuated axially. The engine-side portion of the coupling includes a crankshaft vibration damper (hereinafter, “damper”) unlike a conventional crankshaft damper that is a separate component fixed to the crankshaft as a dedicated crankshaft vibration dampening device. This arrangement enables torque transfer between the accessory drive, motor-generator, and engine in a flexible manner, for example, enabling the accessory drive to be driven by different torque sources (e.g., the engine and/or the motor-generator) , having the engine as a source of torque to drive a motor-generator as a generator, and/or having a motor-generator coupled to the engine and operated as a motor to act as a source of supplemental vehicle propulsion torque.
特别优选地，可切换联接部是在引擎侧阻尼器部分和驱动部分之间具有离合器的集成离合器-带轮-阻尼器单元。驱动侧部分包括被构造成联接到转矩传送段的引擎端的驱动凸缘，驱动凸缘在其外周上也包括一个以上的驱动带轮部件。该优选构造也具有同心地布置的带轮、离合器和阻尼器这三个部件，这些部件中的至少两个沿着其旋转轴线彼此重叠。该布置导致具有大大减小的轴向深度的可脱离联接，以便于FEMG安装在引擎前部的空间受约束的环境中。通过将离合器、带轮和阻尼器的轴向深度减少到驱动带轮同心地围绕全部或者至少基本上全部联接部的离合器和引擎侧阻尼器部分而延伸的点，可以进一步最小化联接部的轴向深度。Particularly preferably, the switchable coupling is an integrated clutch-pulley-damper unit with a clutch between the engine-side damper part and the drive part. The drive side portion includes a drive flange configured to couple to the engine end of the torque transmitting section, the drive flange also includes one or more drive pulley members on its outer periphery. This preferred configuration also has three components of pulley, clutch and damper arranged concentrically, at least two of these components overlapping each other along their axis of rotation. This arrangement results in a detachable coupling with greatly reduced axial depth to facilitate installation of the FEMG in the space-constrained environment of the front of the engine. By reducing the axial depth of the clutches, pulleys, and damper to the point where the drive pulley extends concentrically around all, or at least substantially all, of the clutch and engine side damper portions of the coupling, the coupling shaft can be further minimized. to the depth.
替换性地，离合器、带轮和阻尼器部分这三个部分中一个以上部分可以按需要与其他部分同轴但不轴向重叠地布置，以适合来自不同引擎供给器的特定前端布置的引擎。例如，在带驱动部不与阻尼器对齐的引擎应用中(即，阻尼器不具有绕着其外周的带驱动槽，诸如在一些引擎布置中)，联接部的带轮部分的带驱动表面不需要轴向上重叠阻尼器。在阻尼器的外周上具有带驱动表面以及在安装于阻尼器前部的带轮上进一步具有带驱动表面的其他应用中，诸如在一些Detroit引擎中，会被用于替代原始阻尼器和带轮的联接部可以与轴向上延伸超过阻尼器的带轮上的两个带驱动表面一起布置(即，阻尼器轴向上大体重叠阻尼器和离合器这两者)，或者说，可以维持阻尼器外周上的带驱动表面(例如，以驱动从不与曲轴断开连接的引擎附件，诸如引擎冷却剂泵)，同时其他带驱动表面被定位在轴向上延伸超过离合器的带轮构件上。Alternatively, more than one of the three sections of the clutch, pulley and damper sections may be arranged coaxially with the others but not axially overlapping as desired to suit a particular front end arrangement engine from a different engine feeder. For example, in engine applications where the belt drive is not aligned with the damper (i.e., the damper does not have a belt drive slot around its periphery, such as in some engine arrangement), the belt drive surface of the pulley portion of the coupling need not axially overlap the damper. In other applications that have a belt drive surface on the periphery of the damper and a further belt drive surface on a pulley mounted to the front of the damper, such as in some Detroit In an engine, the coupling that would be used to replace the original damper and pulley may be arranged with two belt drive surfaces on the pulley extending axially beyond the damper (i.e., the damper axially substantially overlaps the damper and clutch), alternatively, a belt drive surface on the periphery of the damper (eg, to drive an engine accessory that is never disconnected from the crankshaft, such as an engine coolant pump) may be maintained while other belt drive surfaces are positioned On the pulley member extending axially beyond the clutch.
虽然在下面的描述中，参考性地将可切换联接部的阻尼器部分连接到引擎曲轴，但是可切换联接部引擎连接并不局限于连接到曲轴，而是可以连接到从引擎前部可访问的引擎的任何可旋转轴，诸如曲轴驱动的起重轴或者具有前部可访问的轴端的适当工程化的凸轮轴，引擎能够在引擎和电动发电机之间传送转矩。进一步，虽然在下面的描述中，参考性地将具有阻尼器的可切换联接部的一部分连接到引擎曲轴，但是可切换联接部的引擎侧连接并不局限于具有阻尼器的部分，而是包括没有阻尼器的部分(诸如板构件)，其能够连接到可旋转引擎轴，同时支撑可脱离联接部的引擎侧部分(诸如，保持与带轮侧离合器片相对的可切换联接部的引擎侧离合器片)。Although in the following description the damper portion of the switchable coupling is referred to as being connected to the engine crankshaft, the switchable coupling engine connection is not limited to connecting to the crankshaft, but may be connected to Any rotatable shaft of the engine, such as a crankshaft driven jackshaft or a properly engineered camshaft with front accessible shaft ends, the engine is capable of transmitting torque between the engine and the motor generator. Further, although in the following description, a part of the switchable coupling with a damper is referred to as being connected to the engine crankshaft, the engine side connection of the switchable coupling is not limited to the part with the damper, but includes A portion without a damper, such as a plate member, that can be connected to a rotatable engine shaft while supporting an engine-side portion of a disengageable coupling, such as an engine-side clutch that holds a switchable coupling opposite a pulley-side clutch plate piece).
优选地，FEMG电动发电机电气联接到电能存储单元(此处也称之为“能量存储部”)。优选地，该能量存储部包括电池和超级电容器两者，电池适用于高容量、长期能量存储，诸如能够以中等充电/放电速率储存和返回大量能量的基于锂化学的电池，超级电容器能够以可能超出锂电池安全处理的能力的非常高的充电/放电速率接收和释放电能。该组合提供能量存储部，该能量存储部可以与电动发电机一起工作，从而以比正常高的水平短时段地(即，在比电池单元可以处理的电动发电机输入或者输出负载的范围更宽的范围)吸收和/或排出电流，同时也提供基于电池的长期的能量存储和以更低的充电和放电速率返回。Preferably, the FEMG motor generator is electrically coupled to an electrical energy storage unit (also referred to herein as "energy storage"). Preferably, the energy storage includes both batteries, suitable for high capacity, long-term energy storage, such as batteries based on lithium chemistry capable of storing and returning large amounts of energy at moderate charge/discharge rates, and supercapacitors capable of Power is received and discharged at very high charge/discharge rates beyond what lithium batteries can safely handle. The combination provides energy storage that can be operated with the motor generator to operate at higher than normal levels for short periods of time (i.e., over a wider range of motor generator input or output loads than the battery unit can handle). range) sink and/or drain current while also providing battery-based long-term energy storage and return at lower charge and discharge rates.
虽然本公开主要是针对FEMG系统在车辆应用中的使用(特别地，商用车辆应用)，但是FEMG系统也很好地适用于静止式引擎安装(例如，备用的柴油发电机)，诸如自行式建造设备的非公路引擎应用，及引擎前部提供混合动力电动性能的有效空间受限的其他引擎应用。Although the present disclosure is primarily directed to the use of FEMG systems in vehicular applications (in particular, commercial vehicle applications), FEMG systems are also well suited for stationary engine installations (e.g., backup diesel generators), such as self-propelled construction Off-highway engine applications for equipment and other engine applications where space is limited in front of the engine to provide hybrid electric performance.
引擎附件的FEMG驱动的概述Overview of FEMG Drives for Engine Accessories
传统上，引擎附件被带驱动，经由螺栓接合到曲轴的驱动带带轮而被引擎曲轴直接驱动。在FEMG系统中，引擎附件也通过带轮驱动，但是带轮定位在离合器-带轮-阻尼器的电动发电机侧(上面标识的“驱动部分”)。离合器-带轮-阻尼器单元的带轮当联接部被接合时通过引擎驱动，或者当联接部脱离时通过电动发电机驱动。当带轮离合器阻尼器脱离时，通过带轮驱动的所有引擎附件与引擎断开连接，去除了其对于引擎的相应功率需求。当引擎运转时，附件与引擎隔离减少燃料消耗。此外，因为附件可以在联接部脱离的同时通过FEMG电动发电机经由转矩传送段独立地驱动，所以，引擎可以关闭或者怠速操作，而具有很少或者没有寄生负载，同时车辆处于停止状态，从而节省燃料并减少排放。Traditionally, engine accessories are belt driven, directly driven by the engine crankshaft via a drive belt pulley bolted to the crankshaft. In the FEMG system, the engine accessories are also driven through the pulley, but the pulley is positioned on the motor-generator side of the clutch-pulley-damper (identified above as "drive section"). The pulley of the clutch-pulley-damper unit is driven by the engine when the coupling is engaged, or by the motor generator when the coupling is disengaged. When the pulley clutch damper is disengaged, all engine accessories driven through the pulley are disconnected from the engine, removing their corresponding power demand from the engine. When the engine is running, the accessories are isolated from the engine to reduce fuel consumption. Furthermore, because the accessories can be driven independently by the FEMG motor-generator via the torque transfer section while the coupling is disengaged, the engine can be turned off or idle with little or no parasitic loads while the vehicle is at a standstill, thereby Save fuel and reduce emissions.
当离合器-带轮-阻尼器脱离时，可以获得进一步的系统效率增益，因为电动发电机的操作速度可以如所期望的那样变化，从而以提供增加操作效率的速度操作一个以上的引擎附件，同时其他引擎附件以非最优效率的速度操作，如果这样做，减小整体能量消耗。When the clutch-pulley-damper is disengaged, further system efficiency gains can be obtained because the operating speed of the motor-generator can be varied as desired to operate more than one engine accessory at a speed that provides increased operating efficiency, while Other engine accessories operate at speeds that are not optimally efficient, which, if done so, reduces overall energy consumption.
优选地，为了增加系统效率，一些或者所有引擎附件可以设置有单独驱动离合器(开启/关闭或者可变滑动接合)，以使得能够选择性地操作引擎附件，同时其他引擎附件关机或者以减小的速度操作。以可变速度操作电动发电机的能力以及选择性地接合、部分接合和脱离单独附件离合器的组合提供将附件能量消耗裁剪到仅对于当前操作条件所需要的那么多，从而进一步增加了整体系统效率。Preferably, to increase system efficiency, some or all engine accessories may be provided with individually actuated clutches (on/off or variable slip engagement) to enable selective operation of engine accessories while other engine accessories are shut down or at reduced speed operation. The combination of the ability to operate the motor-generator at variable speeds and selectively engage, partially engage and disengage individual accessory clutches provides for tailoring accessory energy consumption to only as much as required for current operating conditions, further increasing overall system efficiency .
替换性地，当在当前车辆操作状态下一个引擎附件具有必须满足的高功率输入需求时，电动发电机可以以确保有最高需求的引擎附件可以按需要施行的速度驱动，同时其他附件以比最优低的效率操作，或者与通过其相应离合器驱动的电动发电机断开连接(如果这样配备的话)。Alternatively, when an engine accessory has a high power input demand that must be met under the current vehicle operating state, the motor-generator can be driven at a speed that ensures that the engine accessory with the highest demand can perform as required, while the other accessories operate at a slower rate than the maximum. low efficiency operation, or disconnected from the motor-generator driven through its corresponding clutch (if so equipped).
优选地，如下面进一步讨论的，FEMG控制器执行评估诸如引擎附件操作效率数据和当前车辆操作状态信息(如，能量存储部充电状态(“SOC”)、引擎转矩输出需求、冷却剂温度)的因素，以选择车辆操作参数的组合(如，单独引擎附件离合器接合、附件操作速度、离合器-带轮-阻尼器带轮速度和接合状态、电动发电机速度和转矩输出)，从而判定满足车辆操作需要同时减少燃料和能量使用的、联接部和离合器接合状态和部件操作速度的折衷构造。例如，虽然提供优越的整体系统效率可以通过以将尽可能多的引擎附件置于其峰值操作效率状态或者附近的速度和转矩输出操作电动发电机而实现，但是，特定的车辆需要(诸如操作高转矩需求的引擎冷却风扇以控制引擎冷却剂温度的需要)可能导致FEMG控制电动发电机速度和/或转矩输出以确保特定需求被满足，并且然后在本车辆操作情形下以尽可能有效的方式操作通过离合器-带轮-阻尼器驱动的其他单独引擎附件。Preferably, as discussed further below, the FEMG controller performs evaluations such as engine accessory operating efficiency data and current vehicle operating state information (e.g., energy storage state of charge (“SOC”), engine torque output demand, coolant temperature) factors to select a combination of vehicle operating parameters (e.g., separate engine accessory clutch engagement, accessory operating speed, clutch-pulley-damper pulley speed and engagement state, motor-generator speed, and torque output) that satisfy Vehicle operation requires a compromise configuration of coupling and clutch engagement states and component operating speeds that simultaneously reduces fuel and energy usage. For example, while providing superior overall system efficiency can be achieved by operating a motor-generator at a speed and torque output that places as many engine accessories as possible at or near their peak operating efficiency, specific vehicle needs such as operating engine cooling fan with high torque demand to control engine coolant temperature) may cause the FEMG to control motor-generator speed and/or torque output to ensure that specific demand is met, and then as efficiently as possible under the present vehicle operating situation other separate engine accessories driven by clutch-pulley-damper.
类似地，如果对于来自引擎的车辆推进转矩的当前需求高(并且能量存储部的充电状态允许)，则FEMG控制器可以控制离合器-带轮-阻尼器切换到接合状态并且指令电动发电机将补充转矩供给到引擎曲轴，以增加推进转矩的总输出，即使这因为其速度与曲轴速度有关而导致引擎附件以比最优差的效率驱动。Similarly, if the current demand for vehicle propulsion torque from the engine is high (and the state of charge of the energy storage allows), the FEMG controller can control the clutch-pulley-damper to switch into engagement and command the motor-generator to Supplementary torque is supplied to the engine crankshaft to increase the overall output of propulsion torque even if this causes the engine accessories to be driven with less than optimal efficiency due to their speed being related to the crankshaft speed.
电动发电机使用的概述Overview of the use of electric generators
当操作条件允许时，离合器-带轮-阻尼器可以被接合，以使机械能可以通过电动发电机从引擎曲轴被回收(即，从轮子回收经过传动系传送到电动发电机的机械能至引擎曲轴)。例如，在减速情况期间，离合器可以被接合，以允许在再生制动模式下电动发电机用作发电机，再生制动模式是也通过最小化制动空气使用和相关的压缩空气消耗产生制动片或者制动片磨损减小带来的成本节省以及燃料消耗的节省的模式，其转而减少气体压缩机使用和能量消耗。当有任何其他“负转矩”需求时，诸如当车辆沿山坡向下行驶时需要提供减速力以使由于重力所导致的不期望的车辆加速最小化时，离合器也可以被接合。When operating conditions permit, the clutch-pulley-damper can be engaged so that mechanical energy can be recovered from the engine crankshaft via the motor-generator (i.e., recovery from the wheels of the mechanical energy transmitted to the motor-generator through the driveline to the engine crankshaft) . For example, during a deceleration situation, the clutch may be engaged to allow the motor-generator to function as a generator in regenerative braking mode, which also produces braking by minimizing brake air usage and associated compressed air consumption Cost savings from reduced pad or brake pad wear as well as savings in fuel consumption, which in turn reduces gas compressor usage and energy consumption. The clutch may also be engaged when there is any other "negative torque" demand, such as when the vehicle is traveling down a hill to provide deceleration force to minimize undesired vehicle acceleration due to gravity.
当可脱离的带轮离合器阻尼器被接合并且操作条件允许时，电动发电机可以操作为产出转矩马达，以将补充转矩供给到引擎曲轴，从而增加供给到车辆传动系的总转矩输出，以改进车辆加速。When the disengageable pulley clutch damper is engaged and operating conditions permit, the motor-generator can be operated as a torque-producing motor to supply supplemental torque to the engine crankshaft, thereby increasing the overall torque supplied to the vehicle driveline output to improve vehicle acceleration.
电动发电机的其它用途是作为主要的引擎起动器，消除对重的、专用的起动器马达的需要。在该操作模式下，离合器-带轮-阻尼器被接合，以容许电动发电机转矩直接传送到引擎曲轴。电动发电机的该用途很好地适用于电动发电机的操作特性，因为其能够在以0rpm开起动时产出非常高的转矩输出，并且近乎瞬时地就这样做了。电动发电机的非常快速的反应时间以及这样做多次而没有过热的能力使得FEMG系统成为用作在节约燃料的引擎“停止/起动”系统中的主要引擎起动马达的优良选择，在该引擎““停止/起动”系统中，引擎一天被起动和停止多次。在停止/起动系统应用中高度期望短的重新起动反应时间能力，其中，众所周知，响应于驾驶者对再次开始移动的需求(典型地，在交通信号转为绿色后通过释放车辆的制动踏板而产生的需求)，驾驶者对自动引擎再起动的任何重大延迟表示不满。例如，典型地，驾驶者在引擎起动前会发现一秒或更长时间的延迟以及车辆开始移动到最低限度的恼人状态，如果不是完全不可接受的话。Another use of the motor-generator is as the main engine starter, eliminating the need for a heavy, dedicated starter motor. In this mode of operation, the clutch-pulley-damper is engaged to allow motor-generator torque to be transferred directly to the engine crankshaft. This use of a motor-generator is well suited to the operating characteristics of a motor-generator, as it is capable of producing a very high torque output when cranked at 0 rpm, and does so nearly instantaneously. The very fast reaction time of the motor-generator and the ability to do this many times without overheating makes the FEMG system an excellent choice for use as the primary engine starter motor in a fuel-efficient engine "stop/start" system where the " In "stop/start" systems, the engine is started and stopped multiple times a day. A short restart reaction time capability is highly desirable in stop/start system applications where, as is well known, the response to the driver's demand to start moving again (typically ground, the demand generated by releasing the vehicle's brake pedal after the traffic signal turns green), drivers express displeasure with any significant delay in automatic engine restarts. For example, drivers typically notice a Seconds or more of delay and the vehicle starting to move are minimally annoying, if not downright unacceptable.
替换性地，FEMG系统的电动发电机可以协同气动起动器马达一起作为引擎起动器操作，气动起动器马达将存储的压缩气体压力转换成机械转矩输出(典型地，气动起动器比常规的电动起动器马达更轻且成本更低)。可以利用组合的FEMG/气动起动布置改进FEMG系统重量和成本，因为在关于FEMG电动发电机的预想最高转矩需求与引擎起动(特别地，冷式引擎起动)相关联的的情况下，气动起动器的补充转矩输出可以容许FEMG电动发电机尺寸减小。在这种情况下，FEMG电动发电机可以尺寸定成满足接下来更低的需求的转矩需求(例如，在引擎附件的最多需求的组合中预期的最高转矩需求)，而气动起动器可以用来提供所需要的由更小的FEMG电动发电机所提供的转矩以上的额外引擎起动转矩。Alternatively, the FEMG system's motor-generator can operate as an engine starter in conjunction with a pneumatic starter motor that converts stored compressed gas pressure into a mechanical torque output (typically, a pneumatic starter is more powerful than a conventional electric starter motor). The starter motor is lighter and less expensive). The FEMG system weight and cost can be improved with a combined FEMG/pneumatic starting arrangement because the pneumatic starting is where the highest torque demand expected on the FEMG motor-generator is associated with engine starting (especially cold engine starting). The supplemental torque output of the generator can allow the size reduction of the FEMG motor generator. In this case, the FEMG motor-generator can be sized to meet the next lower demanding torque demand (e.g., the highest torque demand expected in the most demanding combination of engine accessories), while the air starter can Used to provide additional engine cranking torque above that required by the smaller FEMG motor-generator.
电动发电机也可以经由引擎通过接合的离合器-带轮-阻尼器离合器以消除将引擎配备有重的、专用的交流发电机以对典型的车辆的12伏直流电流电路供给操作电压的需要的方式驱动，车辆的12伏直流电流电路诸如车辆照明电路，到电子模块的功率供给器和12V供电的驾驶者舒适特征(加热的座椅、睡眠车厢电气件等)。在FEMG系统中，需要的12V电源可以通过电压转换器轻易地提供，电压转换器将能量存储部的操作电压(大约300-400伏)减小到车辆电路所要求的12伏。因而，电动发电机的对能量存储部充电的电能产生提供12V的电能源，其容许消除常规的引擎驱动交流发电机。能量存储部中大量能量的存储也通过减少满足车辆各种需要所需要承载的12V电池的数目而造成从车辆去除额外重量和成本的可能性。例如，在有能量存储部的情况下，通常可能具有四个分离的12V电池的车辆可以仅需要单个12V电池。The motor generator can also be routed via the engine through an engaged clutch-pulley-damper clutch in a way that eliminates the need to equip the engine with a heavy, dedicated alternator to supply operating voltage to a typical vehicle's 12 volt DC circuit Drive, 12V DC current circuits of the vehicle such as vehicle lighting circuits, power supply to electronic modules and 12V powered driver comfort features (heated seats, sleep compartment electrical, etc.). In a FEMG system, the required 12V power supply can easily be provided by a voltage converter that reduces the operating voltage of the energy storage (approximately 300-400 volts) to the 12 volts required by the vehicle circuitry. Thus, the electrical energy generation of the motor-generator charging the energy storage provides a 12V electrical energy source, which allows for the elimination of conventional engine-driven alternators. The storage of large amounts of energy in the energy storage also creates the potential to remove additional weight and cost from the vehicle by reducing the number of 12V batteries that need to be carried to meet the various needs of the vehicle. For example, a vehicle that would normally have four separate 12V batteries may only require a single 12V battery with energy storage.
类似地，电压转换器可以被用以直接将120伏交流电源直接供给到车辆，例如到睡眠车厢用于器具或者空调用途，或者到附接的拖车以操作诸如制冷单元的拖车装置(后者，优选地，具有拖车连接到用于牵引机为中心的监测和拖车附件的控制的车辆的CAN系统)。如果能量存储部设计成提供足够的存储容量，则FEMG系统也可以消除将车辆配备有成本高且重的内燃引擎供以动力的辅助动力单元以当引擎长时段地关机时支持车辆操作的需要。例如，不再会需要APU以在整夜的驾驶者休息时段期间向睡眠车厢空调单元提供动力。Similarly, a voltage converter can be used to supply 120 VAC power directly to the vehicle, for example to a sleeping compartment for appliance or air conditioning purposes, or to an attached trailer to operate a trailer device such as a refrigeration unit (the latter, Preferably, have the trailer connected to the vehicle's CAN system for tractor-centric monitoring and control of trailer attachments). If the energy storage is designed to provide sufficient storage capacity, the FEMG system can also eliminate the need to equip the vehicle with a costly and heavy internal combustion engine powered auxiliary power unit to support vehicle operation when the engine is shut down for extended periods of time. For example, the APU would no longer be required to power the sleeping cabin air conditioning unit during overnight driver rest periods.
FEMG也潜在性地可以用作主动阻尼器，以对各种负载、速度和环境条件期间有时遇到的快速转矩反向脉冲(“转矩脉动”)计数。在该应用中，FEMG控制模块会从车辆传感器接收指示有转矩脉动的信号，并且将指令输出到电动发电机，以产生计数转矩脉冲，其被计时以取消传动系转矩反向脉冲。该基于FEMG电动发电机的主动阻尼会有助于保护传动系免于因为转矩负载的迅速改变而促使的高应力导致的机械损坏，而且通过去除经由车辆底盘传输到驾驶者的车厢的迅速加速/减速而改进驾驶者舒适度。FEMGs can also potentially be used as active dampers to count the rapid torque reversal pulses (“torque ripple”) sometimes encountered during various load, speed and environmental conditions. In this application, the FEMG control module would receive signals from vehicle sensors indicative of torque ripple and output commands to the motor-generator to generate counted torque pulses that are timed to cancel driveline torque reverse pulses. This FEMG motor-generator based active damping will help protect the driveline from mechanical damage due to high stresses caused by rapid changes in torque loads, and by removing the rapid acceleration of the cabin from being transmitted to the driver via the vehicle chassis /Deceleration to improve driver comfort.
本发明的可切换联接部也可以与动态热发生器(“DHG”)一起使用，优选地，用在带有电动发电机的FEMG系统中，以施行许多额外功能并且提供额外益处，包括潜在排放减速并且节省操作成本。The switchable coupling of the present invention may also be used with a dynamic heat generator ("DHG"), preferably in a FEMG system with a motor-generator, to perform a number of additional functions and provide additional benefits, including potential emissions Reduce speed and save operating costs.
动态热发生器是流体动力学装置，典型地，为轴驱动，其中，为了在流体中产生热量，流体受到剪切力。然后加热的流体可以被分配到车辆中的其他应用，例如，以预热内燃引擎，从而改进冷起动并且减少达到排放控制装置有效地作用的引擎操作温度所要求的时间，或者加热商用车辆的睡眠车厢。这种DHG的示例是可从威斯康星州美林的Island CityLLC得到的no.AIR450模型。适用于用在商用车辆应用中的DHG可以在一端具有能够通过引擎附件带驱动部驱动的带轮。DHG也可以具有定位在其相对端的同轴循环泵单元，以提供足够的入口流体压力和体积，从而将流体馈送到DHG入口并且经过DHG将传递的流体推动到下游消耗件。优选地，这种集成的DHG和泵会包括旁通回路(下面进一步讨论)，其使当不期望将热量添加到流体时泵输出能够旁通DHG。带轮可以经由可选择性接合的带轮离合器连接到DHG，从而当不期望DHG操作时，DHG可以与引擎附件驱动部断开连接。替换性地，泵可以与DHG分离和/或与DHG分离地驱动。Dynamic heat generators are fluid dynamic devices, typically shaft driven, in which the fluid is subjected to shear forces in order to generate heat in the fluid. The heated fluid can then be distributed to other applications in the vehicle, for example, to preheat the internal combustion engine, thereby improving cold starts and reducing the time required to reach engine operating temperatures where emission control devices effectively function, or to heat sleep in commercial vehicles car. An example of such a DHG is model no. AIR450 available from Island City LLC of Merrill, Wisconsin. A DHG suitable for use in commercial vehicle applications may have a pulley at one end drivable by an engine accessory belt drive. The DHG may also have a coaxial circulation pump unit positioned at its opposite end to provide sufficient inlet fluid pressure and volume to feed fluid to the DHG inlet and to push the transferred fluid through the DHG to downstream consumers. Preferably, such an integrated DHG and pump would include a bypass circuit (discussed further below) that enables the pump output to bypass the DHG when adding heat to the fluid is not desired. The pulley may be connected to the DHG via a selectively engageable pulley clutch so that the DHG may be disconnected from the engine accessory drive when DHG operation is not desired. Alternatively, the pump may be separate from the DHG and/or driven separately from the DHG.
优选地，于FEMG系统中有DHG，以使当离合器-带轮-阻尼器单元与引擎曲轴脱离时，联接到转矩传送的电动发电机可以经由附件驱动部驱动DHG。该构造容许DHG被用以在引擎操作期间以及当引擎关机时，例如当遵守反怠速要求是必要的时产生加热流体。Preferably there is a DHG in the FEMG system so that when the clutch-pulley-damper unit is disengaged from the engine crankshaft, a motor generator coupled to torque transfer can drive the DHG via the accessory drive. This configuration allows the DHG to be used to generate heated fluid during engine operation as well as when the engine is shut down, for example when compliance with anti-idling requirements is necessary.
在优选实施例中，DHG的工作流体与引擎冷却剂相同。该构造与不同系统中多个流体的用途相关联的维护成本最小化，并且通过容许DHG集成到冷却剂循环系统而不需要中间流体到流体的热交换器，使越过热交换边界混合不相容流体(例如，油和冷却剂)的潜在性最小化。In a preferred embodiment, the working fluid of the DHG is the same as the engine coolant. This configuration minimizes maintenance costs associated with the use of multiple fluids in different systems, and makes mixing across heat exchange boundaries incompatible by allowing DHG to be integrated into the coolant circulation system without the need for intermediate fluid-to-fluid heat exchangers The potential for fluids (eg, oil and coolant) is minimized.
除被用为将热量添加到工作流体的装置之外，DHG可以放置在要求冷却的一个以上装置上游，特别是以显著比离开DHG的流体的温度高的温度操作的装置。例如，诸如混合动力车辆电池组、电动发电机和电力电子的部件可以都要求冷却，以防止电子部件过热，同时在低的环境温度操作期间电池组也需要被加热。冷却剂回路中的DHG可以被用以向这些部件，特别是在FEMG系统中当离合器-带轮-阻尼器与引擎曲轴脱离并且FEMG电动发电机被操作以将转矩供给到附件驱动部时，可能要求电动发电机的冷却的操作，将从电池组取出的电能转换以以适当的电压和电流供给电动发电机的电力电子和电池组自身提供冷却。In addition to being used as a device to add heat to a working fluid, a DHG may be placed upstream of one or more devices requiring cooling, particularly devices operating at temperatures significantly higher than the temperature of the fluid exiting the DHG. For example, components such as a hybrid vehicle battery pack, motor generator, and power electronics may all require cooling to prevent electronic components from overheating, while the battery pack also needs to be heated during low ambient temperature operation. DHG in the coolant circuit can be used to supply these components, especially in FEMG systems when the clutch-pulley-damper is disengaged from the engine crankshaft and the FEMG motor-generator is operated to supply torque to the accessory drives, Operations that may require cooling of the motor generator, converting electrical energy drawn from the battery pack to supply the power electronics of the motor generator at the appropriate voltage and current, and the battery pack itself provide cooling.
FEMG系统中使用动态热发生器的显著益处中的一个是，潜在性地消除，为了确保当主要的车辆引擎关机时车辆可以设置有辅助的加热、冷却和电源(例如，在整夜的休息停止期间供以动力和控制车辆的睡眠车厢和/或舱室中的环境)，而在车辆上安装具有内燃引擎的辅助动力单元(“APU”)的需要的能力。除避免数千美元的APU初始取得和安装成本，进行中的APU内燃引擎维护成本，以及与车辆上一直携带APU的重量相关联的燃料消耗成本之外，动态热发生器的使用消除了从APU的内燃引擎排放废气，否则这会在车辆的整个使用期内出现。随着政府对于“怠速排放”，诸如当在休息时段期间整夜停驻或者长时间停靠在工作点而引擎运转时，施予新的且越来越多的严格限制，这是特别显著的优势。One of the significant benefits of using a dynamic heat generator in a FEMG system is that, potentially eliminating While powering and controlling the environment in the sleeping compartment and/or cabin of the vehicle), while installing on the vehicle the required capability of an auxiliary power unit ("APU") with an internal combustion engine. In addition to avoiding thousands of dollars in initial APU acquisition and installation costs, ongoing APU internal combustion engine maintenance costs, and fuel consumption costs associated with carrying the weight of the APU on the vehicle at all times, the use of a dynamic heat generator The internal combustion engine emits exhaust gases that would otherwise occur throughout the life of the vehicle. This is a particularly significant advantage as governments impose new and increasingly stringent restrictions on 'idling emissions' such as when parked overnight during rest periods or at duty stations for extended periods of time with the engine running .
FEMG系统中使用动态热发生器的另一个优点是动态热发生器中固有的操作灵活性。例如，内燃引擎(车辆的原动机或者APU中)常常不以有效方式操(例如，即使在怠速或者以峰值效率范围以上或以下的速度在负载下操作的情形下也消耗燃料并且造成排放)。当操作条件要求其以在否则会符合特定车辆部件，诸如气体压缩机或者空调压缩机的需求的速度以上或以下的速度操作时，这种引擎也可能不有效地操作。相比之下，动态热发生器在操作时非常灵活，能够在宽速度范围内操作，并且当用于流体加热的车辆需求相对低时能够以部分能量输出操作。虽然以更低水平的效率操作，但是利用这种灵活性，动态热发生器仅需要按特定情形下的需要而从能量存储部吸取能量，因而整体使用能量更少。这使能量存储部的能量消耗最小化，从而能量存储部必须重新充电之前引擎可以保持关机的时间长度延长，并且最终，使当引擎运转时对能量存储部重新充电所必须消耗的燃料量最小化。因而，APU的取得和操作成本的节省、以及与和FEMG系统一起使用动态热发生器相关联的燃料消耗和排放节省大体弥补了相对小的动态热发生器和其关联部件(如，软管、导线、带驱动带轮和离合器)的重量和成本。Another advantage of using dynamic heat generators in FEMG systems is the operational flexibility inherent in dynamic heat generators. For example, internal combustion engines (either in a vehicle's prime mover or APU) often do not operate in an efficient manner (eg, consume fuel and cause emissions even at idle or operating under load at speeds above or below the peak efficiency range). Such an engine may also operate inefficiently when operating conditions require it to operate at speeds above or below speeds that would otherwise meet the demands of a particular vehicle component, such as a gas compressor or an air conditioning compressor. In contrast, dynamic heat generators are very flexible in operation, capable of operating over a wide speed range, and capable of operating at partial energy output when the vehicle demand for fluid heating is relatively low. While operating at a lower level of efficiency, with this flexibility, the dynamic heat generator only needs to draw energy from the energy storage as needed in a particular situation, thus using less energy overall. This minimizes the energy consumption of the energy storage, thereby extending the length of time the engine can remain off before the energy storage has to be recharged, and ultimately, minimizes the amount of fuel that must be consumed to recharge the energy storage while the engine is running . Thus, the acquisition and operating cost savings of the APU, as well as the fuel consumption and emissions savings associated with using the dynamic heat generator with the FEMG system generally make up for the relatively small dynamic heat generator and its associated components (e.g., hoses, wire, belt drive pulley and clutch) weight and cost.
FEMG控制器编程和操作方法的概述Overview of FEMG controller programming and operating methods
在优选实施例中，优选地，以电子控制模块形式的FEMG控制器监测多个车辆信号，包括能够在车辆的CAN和/或SAE J1939总线网络上得到的信号，如果车辆这样配备的话。该信号中的一个可以是来自监测其他参数之中能量存储部的充电状态的电池监测系统的充电状态(SOC)指示。控制模块可以被编程为，例如，识别三种水平的充电状态，最小充电水平(例如，20％的充电状态)，中间充电水平(例如，40％的充电状态)以及最大充电水平(例如，80％的充电状态)。控制模块进一步可以被编程为包括：作为判定什么时侯接合和脱离离合器-带轮-阻尼器的离合器的因素的充电状态，电动发电机应当以什么速度操作，从离合器-带轮-阻尼器的带轮驱动的一些或者所有引擎附件的操作速度，以及车辆部件操作和操作参数的什么组合将会增加整体车辆操作效率，同时满足车辆的当前操作需要并且满足用于安全车辆操作的要求(如，通过操作气体压缩机而至少在车辆的气动系统压缩气体存储罐中维持最小需求量的气体压力，即使这样做会减小车辆的整体能量效率)。In a preferred embodiment, the FEMG controller, preferably in the form of an electronic control module, monitors a plurality of vehicle signals, including signals available on the vehicle's CAN and/or SAE J1939 bus network, if the vehicle is so equipped. One of the signals may be a state of charge (SOC) indication from a battery monitoring system that monitors the state of charge of the energy storage, among other parameters. The control module can be programmed, for example, to recognize three levels of state of charge, a minimum charge level (e.g., 20% state of charge), an intermediate charge level (e.g., 40% state of charge), and a maximum charge level (e.g., 80% state of charge). % state of charge). The control module may further be programmed to include the state of charge as a factor in determining when to engage and disengage the clutch of the clutch-pulley-damper, at what speed the motor-generator should be operated, from the clutch-pulley-damper The operating speeds of some or all of the wheel drive's engine accessories, and what combination of vehicle component operations and operating parameters will increase overall vehicle operating efficiency while meeting the vehicle's current operating needs and meeting requirements for safe vehicle operation (e.g., maintain at least the minimum required amount of gas pressure in the vehicle's pneumatic system compressed gas storage tank by operating the gas compressor, even if doing so reduces the vehicle's overall energy efficiency).
在一个实施例中，当能量存储部的充电状态在最小充电水平以下时，离合器-带轮-阻尼器的离合器可以被接合并且电动发电机被控制模块控制以使得电动发电机产出用于存储的电能。在该操作模式下，电动发电机通过引擎或者经过引擎经由传动系通过轮子供以动力。一旦充电状态在最小充电水平以上，离合器-带轮-阻尼器的离合器可以保持接合，直到达到中间充电水平为止，并且电动发电机被控制以仅仅在制动、减速或者负转矩情况期间产生电能。该模式容许非引擎提供的机械能被电动发电机在可用基础上使用，从而继续对能量存储部充电，同时使必须提供到电动发电机的引擎能量的量最小化，从而减少燃料消耗。In one embodiment, when the state of charge of the energy storage is below a minimum charge level, the clutch-pulley-damper clutch may be engaged and the motor-generator controlled by the control module such that the motor-generator produces output for storage of electric energy. In this mode of operation, the motor generator is powered by the engine or through the engine via the driveline through the wheels. Once the state of charge is above the minimum charge level, the clutch-pulley-damper clutch can remain engaged until an intermediate charge level is reached, and the motor-generator is controlled to generate electrical energy only during braking, deceleration, or negative torque conditions . This mode allows non-engine supplied mechanical energy to be used by the motor-generator on an available basis to continue charging the energy storage while minimizing the amount of engine energy that must be provided to the motor-generator, thereby reducing fuel consumption.
在另一操作模式下，一旦达到中间充电水平，控制模块可以判定离合器-带轮-阻尼器的离合器可以脱离，并且电动发电机被使用为马达以产生转矩来驱动引擎附件，而没有引擎的协助，即，电动发电机变成用于引擎附件的唯一驱动能量源。在该模式下，电动发电机从能量存储部抽吸存储的电能以产生用于经过驱动单元齿轮箱输送到离合器-带轮-阻尼器的带轮从而驱动诸如引擎冷却风扇和气动供给系统的气体压缩机的引擎附件的转矩。通过依据引擎附件的转矩需求而脱离引擎，引擎可以利用更低的寄生转矩负载操作，以减少引擎的燃料消耗或者以使更多的引擎转矩输出可以用来驱使车辆。替换性地，当电动发电机可以在马达模式下操作以驱动引擎附件时，引擎可以整体关机，诸如，当在配备有起动/停止系统的车辆中的停止和开动交通中时。In another mode of operation, once the intermediate charge level is reached, the control module may determine that the clutch-pulley-damper clutch can be disengaged, and the motor-generator is used as a motor to generate torque to drive the engine accessories without the engine's Assisting, ie, the motor-generator becomes the sole source of drive energy for the engine accessories. In this mode, the motor-generator draws stored electrical energy from the energy storage to generate the pulley for delivery through the drive unit gearbox to the clutch-pulley-damper to drive air such as the engine cooling fan and the pneumatic supply system The torque of the engine accessories of the compressor. By disengaging the engine according to the torque demands of the engine accessories, the engine can be operated with lower parasitic torque loads to reduce fuel consumption of the engine or to make more of the engine torque output available to propel the vehicle. Alternatively, the engine may be shut down entirely when the motor-generator may be operated in motor mode to drive engine accessories, such as when in stop-and-go traffic in a vehicle equipped with a start/stop system.
在中间充电水平和最大充电水平之间，前端电动发电机控制模块继续监控车辆操作状态，在制动期间，减速或者负转矩情况可以利用从通过接合离合器-带轮-阻尼器的离合器并控制电动发电机以产生电能来进一步对能量存储部充电而不使用引擎燃料这个优势。在制动期间充电的同时，在能量存储部在最大充电水平以下的任何时候都可能出现减速或者负转矩情况；在该实施例中，避免使用引擎燃料用于在中间充电水平以上充电减少燃料消耗并且改进整体效率。Between the intermediate charge level and the maximum charge level, the front-end motor-generator control module continues to monitor the vehicle operating conditions. During braking, deceleration or negative torque conditions can be utilized from the clutch and control by engaging the clutch-pulley-damper The motor generator has the advantage of generating electrical energy to further charge the energy storage without using engine fuel. While charging during braking, a deceleration or negative torque situation may occur any time the energy storage is below the maximum charge level; in this embodiment, avoiding the use of engine fuel for charging above the intermediate charge level reduces fuel consumption and improve overall efficiency.
在最小充电水平以上的任一点，电动发电机可以操作为马达以产生转矩来输送到引擎曲轴以补充引擎的转矩输出，从而增加可以用来驱使车辆的转矩量。到传动系的增加转矩输出使车辆加速能够改进并且提供额外益处，诸如因为更少的变速器换档和更快速地加速到巡航速度(如，“跳跃变档(skip-shifting)”，其中，电动发电机添加足够的引擎转矩以容许随着车辆加速传递通过一个以上的齿轮比，从而减少了调速的车辆时间以及燃料消耗)而改进燃料经济性。另外，在配备有气动升压系统(“PBS”，将压缩气体喷射到引擎进气中以非常快速地提供额外的引擎转矩输出)的车辆中，只要有可能，代替使用从PBS系统喷射的压缩气体以产生额外的引擎转矩输出而使用从电动发电机中协助的实质上“瞬时接通”的转矩，可以减少压缩气体使用，进而进一步减少燃料消耗和部件磨损(与额外的气体压缩机操作以补充压缩气体供给相关联的消耗和磨损)。At any point above the minimum charge level, the motor-generator can be operated as a motor to generate torque for delivery to the engine crankshaft to supplement the engine's torque output, thereby increasing the amount of torque available to propel the vehicle. The increased torque output to the driveline enables improved vehicle acceleration and provides additional benefits, such as due to fewer transmission shifts and faster acceleration to cruising speeds (e.g., "skip-shifting," where, The motor-generator adds enough engine torque to allow transmission through more than one gear ratio as the vehicle accelerates, thereby reducing the vehicle time for revving and fuel consumption) to improve fuel economy. Also, in vehicles equipped with a Pneumatic Boost System ("PBS", which injects compressed gas into the engine intake to provide additional engine torque output very quickly), whenever possible, instead of using Compressing gas to generate additional engine torque output using essentially "instant-on" torque assist from the motor-generator reduces compressed gas usage, further reducing fuel consumption and component wear (compared to additional gas compression machine operation to supplement the consumption and wear associated with the compressed gas supply).
一旦FEMG控制模块判定达到了最大充电水平并且因此不期望进一步有电能输入到能量存储部中，为了保护能量存储部不会由于过度充电而损坏，控制模块将会防止电动发电机操作为发电机。在该模式下，电动发电机可以仅仅使用为电动马达，以驱动引擎附件和/或向引擎提供补充驱动转矩，或者如果没有当前引擎附件需求，电动发电机可以被允许在没有动力产出的空闲状态下旋转。Once the FEMG control module determines that the maximum charge level has been reached and therefore no further power input into the energy storage is desired, in order to protect the energy storage from damage due to overcharging, the control module will prevent the motor generator from operating as a generator. In this mode, the motor-generator can be used solely as an electric motor, to drive the engine accessories and/or provide supplemental drive torque to the engine, or the motor-generator can be allowed to operate without power output if there is no current engine accessory demand. Spin in idle state.
优选地，FEMG控制器与几个车辆控制器通信，诸如车辆的制动控制器(其可以控制不同类型的制动器，诸如气动或者液压制动器)，引擎和/或变速控制器以及管理能量存储部的一个以上的控制器。这些通信容许车辆系统的协作操作。例如，在制动需求足够低到仅要求使用引擎延迟器的情况下，制动控制器和FEMG控制模块可以彼此发信号以给电动发电机超过延迟器使用的优先级，以使如果能量充电状态将允许额外电能的存储(即在允许的最大充电状态以下的能量存储部充电状态)，则电动发电机提供再生制动。相反地，如果操作条件不会使得期望通过电动发电机产生额外的电能，则FEMG控制模块可以向制动控制器发信号，从而制动控制器激活延迟器以提供期望的制动量。优选地，控制器之间的通信在进行中，从而提供快速更新状态的能力。例如，如果在制动情况期间驾驶者降低制动需求量，则制动控制器会能够给FEMG控制模块发信号以减少再生制动量。Preferably, the FEMG controller communicates with several vehicle controllers, such as the vehicle's brake controller (which may control different types of brakes, such as pneumatic or hydraulic brakes), the engine and/or transmission controller and the management of the energy storage. More than one controller. These communications allow for cooperative operation of vehicle systems. For example, where braking demand is low enough to require only the use of the engine retarder, the brake controller and FEMG control module can signal each other to give priority to the motor generator over retarder use so that if the energy state of charge To allow storage of additional electrical energy (ie a state of charge of the energy storage below the maximum state of charge allowed), the motor-generator provides regenerative braking. Conversely, if operating conditions do not make it desirable to generate additional electrical energy via the motor-generator, the FEMG control module may signal the brake controller so that the brake controller activates the delayer to provide the desired amount of braking. Preferably, communication between the controllers is ongoing, providing the ability to update status quickly. For example, if the driver reduces the amount of braking demand during a braking situation, the brake controller would be able to signal the FEMG control module to reduce the amount of regenerative braking.
可能的控制器间通信的另一示例是气体压缩机操作与能量存储部管理协作。例如，气体压缩机控制器可以给FEMG控制模块发信号以在离合器-带轮-阻尼器的离合器脱离的情况下(引擎运转或者关机)操作电动发电机，从而以期望速度驱动气体压缩机，以补充因为大的气体消耗需求(诸如，轮胎充气系统尝试对抗大的轮胎压力泄漏，牵引机或拖车气体线路中的大的漏气，使用拖车的空气起落架，在ABS系统制动压力调节期间的高空气释放或者在低摩擦的道路表面上的拖车稳定性系统激活，操作主销气动锁定/解锁装置，或者气动抬升轮轴的致动)导致的压缩气体存储。Another example of possible controller-to-controller communication is gas compressor operation cooperating with energy storage management. For example, the gas compressor controller may signal the FEMG control module to operate the motor-generator with the clutch-pulley-damper clutch disengaged (engine running or off) to drive the gas compressor at a desired speed to Supplementation due to large gas consumption requirements (such as, tire inflation system trying to counter large tire pressure leaks, large leaks in tractor or trailer gas lines, use of trailer air gear, during ABS system brake pressure adjustments) High air release or activation of the trailer stability system on low-friction road surfaces, operation of the kingpin pneumatic locking/unlocking device, or actuation of the pneumatic lift axle) results in compressed gas storage.
通过FEMG系统提供的额外操作改进Additional operational improvements provided by the FEMG system
除已经叙述的特征、性能和优势之外，本发明的前端电动发电机方法具有不要求对车辆前部的大体修改的重要优势，诸如延长商用车辆牵引机的鼻部，或者增加柴油机供以动力的市政大巴的引擎室的尺寸。这是通过使用集成的离合器-带轮阻尼器单元和相关联的轴向上窄小的驱动单元而将FEMG系统轻易地容纳在引擎前部和引擎的冷却剂散热器之间以往返于电动发电机横向上传送转矩的直接结果。结果，FEMG系统特别地适用于并入现有的车辆设计中，在新车辆组装过程以及通过利用混合动力电动技术改装现有内燃引擎以更新旧车辆(特别是商用车辆)和静止式引擎安装期间。In addition to the features, capabilities and advantages already stated, the front end motor generator approach of the present invention has the important advantage of not requiring substantial modifications to the front of the vehicle, such as lengthening the nose of a commercial vehicle tractor, or adding a diesel engine for powering Dimensions of the engine room of the municipal bus. This is achieved by easily accommodating the FEMG system between the front of the engine and the engine's coolant radiator to and from the electric generator using an integrated clutch-pulley-damper unit and associated axially narrow drive unit The direct result of the torque transmitted in the transverse direction of the machine. As a result, the FEMG system is particularly suitable for incorporation into existing vehicle designs, during the assembly process of new vehicles, as well as for retrofitting of existing internal combustion engines by utilizing hybrid-electric technology for retrofitting of older vehicles (particularly commercial vehicles) and stationary engine installations .
FEMG系统所提供的另一操作优势是其使电动发电机协助引擎以提供短时长的“超速”车辆操作的能力。在这种应用中，车辆的控制器将从电动发电机添加补充转矩与车辆调速器的暂时性超控协作，以允许速度的短暂“爆发”，例如容许诸如另一大卡车的相似速度的车辆的快速超车完成。在使用这种操作模式应当局限于短暂、不频繁时段以使引擎和传动系部件过载最小化的同时，FEMG系统可以被编程为，提供驾驶者致动的“超速”模式，即，驾驶者可切换选项(如，“按下以超越”按钮)，从而基于需要短暂地增加速度。优选地，这种按下以超越模式可以经由CAN网络与车辆的盲点监测控制器协作，例如，使得一旦盲点监测系统指示被超越的车辆不再在旁边则超速操作能够自动地终止。该协作将FEMG控制模块终止电动发电机的补充转矩供给到引擎曲轴包括为终止该模式的一部分。Another operational advantage provided by the FEMG system is its ability to have the motor-generator assist the engine to provide short durations of "overdrive" vehicle operation. In such an application, the vehicle's controller would add supplementary torque from the motor-generator in conjunction with a temporary override of the vehicle's governor to allow brief "bursts" of speed, such as tolerating similar speeds such as another large truck The rapid overtaking of the vehicle is completed. While use of this mode of operation should be limited to brief, infrequent periods to minimize overloading of engine and driveline components, the FEMG system can be programmed to provide a driver-actuated "overdrive" mode, i.e. Toggle options (eg, "press to override" button) to briefly increase speed as needed. Preferably, this push-to-overtake mode may cooperate with the vehicle's blind-spot monitoring controller via a CAN network, for example, so that the over-speeding operation can be automatically terminated once the blind-spot monitoring system indicates that the vehicle being overtaken is no longer nearby. The cooperation includes the FEMG control module terminating supply of supplemental torque from the motor generator to the engine crankshaft as part of terminating the mode.
电动发电机补充转矩具有进一步的应用，诸如在驾驶者协助系统中通过自动地添加转矩减少驾驶者疲劳感，当这样做时将会使驾驶者手动变档变速器的需要最小化，特别当攀爬山坡时(以及当相关联的安全要求被满足时，诸如车辆的适应性巡航-控制摄像头和/或雷达系统的视野中没有东西)。Motor generator supplemental torque has further applications, such as in driver assistance systems to reduce driver fatigue by automatically adding torque, while doing so will minimize the need for the driver to manually shift the transmission, especially when When climbing hills (and when associated safety requirements are met, such as the vehicle's adaptive cruise-control camera and/or radar system having nothing in view).
补充电动发电机转矩也可以用于拖车重量判定系统，其中，添加已知量的额外力矩并且在补充转矩施加期间导致的车辆加速的测量用于车辆质量计算。Supplemental motor-generator torque can also be used in a trailer weight determination system, where a known amount of additional torque is added and a measure of the resulting vehicle acceleration during the application of the supplemental torque is used for the vehicle mass calculation.
在有安全思虑的情况下，从电动发电机添加补充驱动转矩应当受约束。例如，当指示拖车轮遇到低摩擦表面的低摩擦信号从拖车接收到时，应当抑制补充转矩输送的指令。The addition of supplemental drive torque from the motor-generator should be limited where safety concerns are concerned. For example, commands for supplemental torque delivery should be suppressed when a low friction signal is received from the trailer indicating that the trailer wheels have encountered a low friction surface.
FEMG系统的应用并不局限于电动发电机是唯一的发电机的应用。可以通过将FEMG前端安装添加到引擎和/或驱动链而实现配合，驱动链也包括到FEMG离合器的曲轴侧的后部的电动发电机单元，例如，在引擎(诸如飞轮电动发电机)后部，在下游传动系中(诸如并入变速器中的电动发电机)，或者在曲轴的前端处，即，在FEMG离合器-带轮-阻尼器单元的始终接合侧。The application of the FEMG system is not limited to applications where the motor-generator is the only generator. Mating can be achieved by adding a FEMG front mount to the engine and/or the drive train which also includes the motor generator unit to the rear of the crankshaft side of the FEMG clutch, for example, at the rear of the engine (such as a flywheel motor generator) , in the downstream driveline (such as a motor-generator incorporated into the transmission), or at the front end of the crankshaft, ie on the always engaged side of the FEMG clutch-pulley-damper unit.
FEMG系统和“后端”混合动力电动布置的组合给出了整体车辆操作改进的可能性。例如，有前端系统和后端系统可以使电动发电机中的一个或者两个都能够在尺寸和重量上减小，同时还满足车辆需求，因为电动发电机不需要尺寸定成处理所有的车辆电气需求，其中，不再有对于通过仅一个电动发电机满足所有车辆发电和电源需求的需要。进一步，通过有两个电动发电机可以增加操作灵活性，如果在其他电动发电机故障的情况下每个电动发电机能够至少满足基本的车辆需求，从而容许车辆或许以减少的性能继续操作，直到达到可以施行修补的时间或地方为止。The combination of the FEMG system and the 'rear end' hybrid electric arrangement gives the possibility of overall vehicle handling improvements. For example, having a front-end system and a back-end system can enable one or both of the motor-generators to be reduced in size and weight while still meeting vehicle needs because the motor-generators do not need to be sized to handle all of the vehicle's electrical requirements where there is no longer a need to meet all vehicle generation and power needs with only one motor generator. Further, operational flexibility can be increased by having two motor-generators, if each motor-generator is capable of meeting at least essential vehicle needs in the event of failure of the other, allowing the vehicle to continue to operate, perhaps with reduced performance, until Until the time or place at which repairs can be made is reached.
FEMG系统和后端电动发电机的操作也可以协作，以基于需要分割和/或分担负载从而优化车辆操作。例如，在FEMG系统假定引擎附件驱动部和能量存储部充电需求同时通过提供输出到车辆传动系的补充转矩以协助引擎的后端电动发电机有助于驱使车辆的情况下，负载可以在电动发电机之间分割。分担配合的示例会是，使用后端电动发电机从传动系从再生制动接收和存储能量，同时保持FEMG与曲轴断开联接以改进引擎附件效率(即，即使当FEMG系统与曲轴断开联接因而不能够捕获否则被浪费的制动能量时，允许通过后端电动发电机捕获再生制动能量)。FEMG系统与另一部分混合动力系统的组合的灵活性是无限的，如，连同接合的FEMG离合器一起操作两个电动发电机，以使两个电动发电机提供补充驱动转矩或者使用两个电动发电机捕获用于存储的再生制动能量等。The operation of the FEMG system and the back end motor-generator can also cooperate to split and/or share the load based on need to optimize vehicle operation. For example, where the FEMG system assumes engine accessory drive and energy storage charging requirements while assisting the engine's rear-end motor-generator by providing supplemental torque output to the vehicle's driveline to assist in propelling the vehicle, the load can Split between generators. An example of shared coordination would be to use the rear end motor generator to receive and store energy from the driveline from regenerative braking while keeping the FEMG decoupled from the crankshaft to improve engine accessory efficiency (i.e. even when the FEMG system is decoupled from the crankshaft Thus allowing regenerative braking energy to be captured by the rear end motor generator when otherwise wasted braking energy cannot be captured). The flexibility of combining the FEMG system with another partial hybrid system is limitless, e.g. operating both motor-generators with an engaged FEMG clutch so that both motor-generators provide supplemental drive torque or using both motor-generators The engine captures regenerative braking energy for storage, etc.
FEMG部件和控制器也可以适于用在从引擎附件与引擎曲轴脱离的能力中得益的应用中，但是不具有用于全部FEMG系统安装将会提供的用于电力产生容量的需要。这种“仅马达”应用可以包括具有如下的车辆，其具有不要求额外费用以及高电压电能存储和分配系统的复杂度的操作需要，但是还可以从使用FEMG系统将引擎曲轴与附件驱动部断开联接且使用FEMG马达驱动附件的能力改进效率中受益。这种仅马达操作可以从充电状态可以通过车辆引擎的交流发电机维持的更小、更简单的电池组供给。FEMG components and controllers may also be suitable for use in applications that benefit from the ability to disengage engine accessories from the engine crankshaft, but do not have the need for power generation capacity that a full FEMG system installation would provide. Such "motor-only" applications may include vehicles with operational needs that do not require the additional cost and complexity of a high-voltage electrical energy storage and distribution system, but may also benefit from disconnecting the engine crankshaft from the accessory drives using the FEMG system. Benefit from the improved efficiency of the ability to uncouple and use FEMG motors to drive accessories. This motor-only operation can be fed from a smaller, simpler battery pack whose state of charge can be maintained by the vehicle engine's alternator.
例如，在集装箱货船港口装载/卸载场处使用的集装箱运输车中的引擎不需要当引擎关机时长时段地供给动力的能力，诸如为越野卡车睡眠车厢提供夜间动力。而集装箱运输车效率和/或转矩输出可以利用FEMG系统的曲轴断开联接部件和其通过FEMG马达对附件驱动部的关联控制而改进。例如，通过在各种操作条件下，诸如在空闲时间将曲轴与附件驱动部断开联接以从引擎去除附件负载，可以实现效率改进；以容许在引擎关机的同时短时段地操作运输系统，以使得能够进行节省燃料的引擎停止起动操作；并且以需要时通过从引擎去除辅助驱动转矩需求而投入输出到运输驱动部的全部引擎转矩。类似地，当期望具有FEMG马达补充引擎的推进转矩输出时，仅马达FEMG系统可以联接到引擎曲轴。该后者特征可以使得能够通过允许引擎通过尺寸定成满足“平均”转矩需求以更小、更轻且成本更低而进一步改进，而FEMG马达按需要提供补充转矩以满足车辆的设计总推进转矩需求。For example, engines in container carriers used at container ship port loading/unloading yards do not require the ability to provide power for extended periods of time when the engines are off, such as overnight power for off-road truck sleeping compartments. Instead, container truck efficiency and/or torque output can be improved using the crankshaft decoupling component of the FEMG system and its associated control of the accessory drive by the FEMG motor. For example, efficiency improvements can be achieved by decoupling the crankshaft from the accessory drive to remove accessory loads from the engine under various operating conditions, such as during idle times; to allow short periods of operation of the transport system while the engine is shut down; enabling fuel-efficient engine stop-start operation; and committing full engine torque output to the transport drive when needed by removing the auxiliary drive torque demand from the engine. Similarly, when it is desired to have a FEMG motor supplement the propulsion torque output of the engine, only the motor FEMG system may be coupled to the engine crankshaft. This latter feature can enable further improvement by allowing the engine to be smaller, lighter and less costly by sizing to meet "average" torque requirements, while the FEMG motor provides supplemental torque as needed to meet the vehicle's design overall Propulsion torque demand.
总而言之，本发明的前端电动发电机系统独特地适于，利用具有机械上简化的、空间有效的且成本有效的容许引擎附件的变速控制的通用电动驱动部的混合动力电动系统，向新的和改造过的商用车辆、非公路车辆和静止式引擎安装提供：独立于引擎曲轴速度而驱动引擎附件的能力，以及当引擎不运转时存储和返回能量长时段地操作电气供以动力的系统，从而通过以下方式，提供显著的整体燃料和成本效率的改进：In summary, the inventive front-end motor-generator system is uniquely suited for use in hybrid electric systems with a mechanically simplified, space-efficient and cost-effective common electric drive allowing variable speed control of engine accessories, to new and Retrofitted commercial vehicle, off-highway vehicle, and stationary engine installations offer: the ability to drive engine accessories independently of engine crankshaft speed, and store and return energy to operate electrically powered systems for extended periods of time when the engine is not running, thereby Provides significant overall fuel and cost efficiency improvements through:
·使引擎附件能量消耗最小化，从而增加燃料经济性(即，当离合器-带轮-阻尼器单元与引擎曲轴脱离时去除内燃引擎上的附件转矩需求)，Minimize engine accessory energy consumption, thereby increasing fuel economy (i.e., remove accessory torque demand on the internal combustion engine when the clutch-pulley-damper unit is disengaged from the engine crankshaft),
·回收否则被浪费的能量(如，产生用于存储的电能而不是施加车轮制动以将车辆动能转换成废热)，以及recovery of energy that would otherwise be wasted (e.g., generating electrical energy for storage rather than applying wheel brakes to convert vehicle kinetic energy into waste heat), and
·延长部件寿命(如，仅按需要且以对应于实际车辆需求的附件速度和/或占空比操作诸如引擎冷却风扇、空调压缩机和气体压缩机的附件，而不是所有附件被强制以引擎曲轴速度所规定的速度操作；使否则会要求引擎驱动气体压缩机操作的制动磨损和压缩气体使用最小化)。Extended component life (e.g., operating accessories such as engine cooling fans, air conditioning compressors, and gas compressors only as needed and at accessory speeds and/or duty cycles corresponding to actual vehicle needs, rather than all accessories being forced to Operates at speeds dictated by crankshaft speed; minimizes brake wear and compressed gas usage that would otherwise require engine-driven gas compressor operation).
通过以下考虑附图对本发明的详细描述，本发明的其它目的、优势和新颖特征将变得明显。Other objects, advantages and novel features of the present invention will become apparent from the following detailed description of the present invention in consideration of the accompanying drawings.
附图说明Description of drawings
图1A和1B是根据本发明实施例的FEMG系统的布置的总体视图的示意图。1A and 1B are schematic diagrams of a general view of an arrangement of a FEMG system according to an embodiment of the invention.
图2A-2C是根据本发明的离合器-带轮-阻尼器和组装的FEMG部件的实施例的截面视图。2A-2C are cross-sectional views of embodiments of clutch-pulley-damper and assembled FEMG components according to the present invention.
图3A-3C是图2A-2C离合器-带轮-阻尼器单元的部件的视图。3A-3C are views of components of the clutch-pulley-damper unit of FIGS. 2A-2C.
图4是根据本发明的离合器-带轮-阻尼器单元的另一实施例的截面视图。Fig. 4 is a cross-sectional view of another embodiment of a clutch-pulley-damper unit according to the present invention.
图5是根据本发明实施例的FEMG齿轮箱的离合器-带轮-阻尼器单元端处的轴承布置的详细截面视图。Figure 5 is a detailed cross-sectional view of a bearing arrangement at the clutch-pulley-damper unit end of a FEMG gearbox according to an embodiment of the invention.
图6A-6C是根据本发明实施例的齿轮箱形式的FEMG驱动单元的斜视图。6A-6C are oblique views of a FEMG drive unit in the form of a gearbox according to an embodiment of the present invention.
图7是图6A-6C的FEMG齿轮箱的截面视图。7 is a cross-sectional view of the FEMG gearbox of FIGS. 6A-6C.
图8是根据本发明实施例的FEMG离合器气力致动器膜片布置的分解视图。Figure 8 is an exploded view of a diaphragm arrangement of a FEMG clutch pneumatic actuator in accordance with an embodiment of the present invention.
图9是根据本发明的FEMG齿轮箱的另一实施例的斜视图。Figure 9 is an oblique view of another embodiment of a FEMG gearbox according to the present invention.
图10是根据本发明实施例的FEMG齿轮箱安装布置的示意图。Figure 10 is a schematic illustration of a FEMG gearbox mounting arrangement according to an embodiment of the invention.
图11是根据本发明实施例的FEMG齿轮箱安装布置的示意图。Figure 11 is a schematic illustration of a FEMG gearbox mounting arrangement according to an embodiment of the invention.
图12是根据本发明实施例的引擎与FEMG齿轮箱安装支架之间的关系的示意图。Figure 12 is a schematic diagram of the relationship between the engine and the FEMG gearbox mounting bracket according to an embodiment of the present invention.
图13是根据本发明实施例的引擎、FEMG齿轮箱与FEMG齿轮箱安装支架之间的关系的示意图。13 is a schematic diagram of the relationship between the engine, the FEMG gearbox and the FEMG gearbox mounting bracket according to an embodiment of the present invention.
图14是图12-13中的FEMG齿轮箱安装支架的斜视图。Figure 14 is an oblique view of the FEMG gearbox mounting bracket of Figures 12-13.
图15是根据本发明实施例的电动发电机的斜视图。Fig. 15 is a perspective view of a motor generator according to an embodiment of the present invention.
图16是通过根据本发明实施例的示例电动发电机产生的动力和转矩的图表。16 is a graph of power and torque produced by an example motor generator according to an embodiment of the present invention.
图17是根据本发明实施例的电动发电机的冷却布置的斜透视图。Fig. 17 is an oblique perspective view of a cooling arrangement of a motor generator according to an embodiment of the present invention.
图18是根据本发明实施例的FEMG系统控制和信号交换布置的方框图。Figure 18 is a block diagram of a FEMG system control and signal exchange arrangement according to an embodiment of the invention.
图19是根据本发明实施例的FEMG系统的电网的AC和DC部分的示意图。19 is a schematic diagram of the AC and DC portions of the grid of a FEMG system according to an embodiment of the invention.
图20是根据本发明实施例的用于AC和DC转换的FEMG系统-控制功率晶体管布置的示意图。Figure 20 is a schematic diagram of a FEMG system for AC and DC conversion - controlling power transistor arrangement according to an embodiment of the present invention.
图21是根据本发明实施例的FEMG系统-控制前向DC电压转换器布置的示意图。Figure 21 is a schematic diagram of a FEMG system-control forward DC voltage converter arrangement according to an embodiment of the invention.
图22是根据本发明实施例的高电压双向DC/DC转换器的示意图。FIG. 22 is a schematic diagram of a high voltage bidirectional DC/DC converter according to an embodiment of the present invention.
图23是跨越图22的双向DC/DC转换器的电压和电流响应的图解图。FIG. 23 is a graphical representation of voltage and current responses across the bidirectional DC/DC converter of FIG. 22 .
图24是根据本发明实施例的被集成到电动发电机的电力电子布置的斜视图。Figure 24 is an oblique view of a power electronics arrangement integrated into a motor generator according to an embodiment of the present invention.
图25是根据本发明实施例的充电估算控制环路的电池管理系统状态。FIG. 25 is a battery management system state of a charge estimation control loop according to an embodiment of the present invention.
图26是根据本发明实施例的附件操作速度选择的流程图。26 is a flowchart of accessory operation speed selection according to an embodiment of the present invention.
图27是根据本发明实施例的电动发电机和独立于引擎的引擎附件的操作的控制策略的流程图。27 is a flowchart of a control strategy for operation of a motor-generator and engine-independent engine accessories according to an embodiment of the present invention.
图28是根据本发明实施例的配置有动态热发生器的FEMG系统的流体回路的示意图。28 is a schematic diagram of a fluid circuit of a FEMG system configured with a dynamic heat generator in accordance with an embodiment of the invention.
具体实施方式Detailed ways
前端电动发电机系统实施例。Front end motor generator system embodiment.
图1A是示出根据本发明的FEMG系统的实施例的部件的示意图。图1B是商用车辆的底盘中的几个FEMG系统部件的示意图。在该布置中，引擎附件(包括被布置成通过引擎冷却剂散热器20而吸引冷却气体的气体压缩机1、空调压缩机2和引擎冷却风扇7)由带轮5带动驱动。带轮5与阻尼器6同轴地被定位，阻尼器6被直接联接到内燃引擎8的曲轴。附件可以直接通过驱动带驱动，或者设置有他们自己的允许单独配置有离合器的附件从皮带驱动部分或全部脱离的开闭或速度可变的离合器(未图示)。Figure 1A is a schematic diagram illustrating components of an embodiment of a FEMG system according to the present invention. FIG. 1B is a schematic diagram of several FEMG system components in the chassis of a commercial vehicle. In this arrangement, the engine accessories, including the gas compressor 1 , the air conditioner compressor 2 and the engine cooling fan 7 arranged to draw cooling gas through the engine coolant radiator 20 , are driven by the pulley 5 . The pulley 5 is positioned coaxially with the damper 6 , which is directly coupled to the crankshaft of the internal combustion engine 8 . The accessories may be driven directly by the drive belt, or provided with their own on-off or variable speed clutches (not shown) which allow the separately clutched accessories to be partially or fully disengaged from the belt drive.
除驱动附件驱动带之外，带轮5被联接到具有减速齿轮4的驱动单元，以在驱动单元的曲轴端和联接到电动发电机3的相对端之间传送转矩(为了清楚，驱动单元外壳在图中未图示)。以离合器15形式的可脱离联接部被布置在曲轴阻尼器6与带轮5(于是在驱动单元与电动发电机3)之间。虽然图1A中为了清楚示意性地图示为轴向分离部件，在该实施例中，曲轴6、离合器15和带轮5在轴向上至少部分地彼此重叠，从而使在引擎前部的带轮-离合器-阻尼器组合单元的轴向深度最小化。带轮离合器阻尼器离合器15在其接合和脱离状态之间的致动通过电子控制单元(ECU)13控制。In addition to driving the accessory drive belt, a pulley 5 is coupled to a drive unit with a reduction gear 4 to transmit torque between the crankshaft end of the drive unit and the opposite end coupled to the motor-generator 3 (for clarity, drive unit housing not shown in the figure). A disengageable coupling in the form of a clutch 15 is arranged between the crankshaft damper 6 and the pulley 5 (and thus between the drive unit and the motor-generator 3 ). Although shown schematically in FIG. 1A as axially separated components for clarity, in this embodiment the crankshaft 6, clutch 15 and pulley 5 at least partially overlap each other in the axial direction so that the pulley at the front of the engine - The axial depth of the combined clutch-damper unit is minimized. Actuation of the pulley clutch damper clutch 15 between its engaged and disengaged states is controlled by an electronic control unit (ECU) 13 .
在电动发电机3的电气侧，电动发电机被电连接到功率逆变器14，功率逆变器14将由电动发电机输出所产生的交变电流(AC)转变成能够在能量存储和分配系统中使用的直流电流(DC)。同样地，功率逆变器14在相反方向上将来自能量存储和分配系统的直流电流转变成交变电流输入，以对作为转矩产生的电动马达的电动发电机3供电。逆变器14被电连接到能量存储单元11(此后，“能量存储部”)，能量存储单元11可以接收用于存储的能量并且基于需求输出能量。On the electrical side of the motor-generator 3, the motor-generator is electrically connected to a power inverter 14, which converts the alternating current (AC) generated by the motor-generator output into a Direct current (DC) used in . Likewise, the power inverter 14 converts the DC current from the energy storage and distribution system to an AC current input in the opposite direction to power the motor-generator 3 as a torque producing electric motor. The inverter 14 is electrically connected to an energy storage unit 11 (hereinafter, "energy storage") that can receive energy for storage and output energy based on demand.
在该实施例中，能量存储部11包含锂基储能电池，锂基储能电池每单元电池具有近似3.7V的额定充电电压(2.1V到4.1V的操作范围)，锂基储能电池被串联连接以提供400伏的额定能量存储电压(近似300V到400伏的操作电压范围)，存储容量为近似12与17千瓦时之间的电能。替换性地，电池可以按照满足应用的需要而串联和并联连接。例如，每个模块有四个串联连接的单元电池的28个模块可以串联和并联连接，以提供能量存储，该能量存储有与以上第一示例相同的17千瓦时的存储能量，但是，额定操作电压为200V并且为第一示例的电流输出的两倍。In this embodiment, the energy storage section 11 comprises a lithium-based energy storage battery having a nominal charging voltage of approximately 3.7V per cell (operating range of 2.1V to 4.1V), the lithium-based energy storage battery being Connected in series to provide a nominal energy storage voltage of 400 volts (approximately 300V to 400 volt operating voltage range), the storage capacity is between approximately 12 and 17 kWh of electrical energy. Alternatively, the cells can be connected in series and parallel as desired for the application. For example, 28 modules with four series-connected cells per module can be connected in series and in parallel to provide energy storage with the same 17 kWh of stored energy as the first example above, however, the rated operating The voltage is 200V and is twice the current output of the first example.
除容量相对高、充电放电速率低的锂基储能电池之外，在该实施例中的能量存储部11包括多个容量相对低、充电放电速率相对高的特大电容器，以对该能量存储部提供在短时段内接收和/或放出非常大的电流的能力，该非常大的电流不能通过锂基储能电池(典型地，这种电池被局限于充电/放电速率小于1C到仅几C)处理。In addition to lithium-based energy storage batteries with relatively high capacity and low charge-discharge rate, the energy storage unit 11 in this embodiment includes a plurality of ultra-large capacitors with relatively low capacity and relatively high charge-discharge rate to provide the energy storage unit Provides the ability to sink and/or source very high currents for short periods of time that cannot pass through lithium-based energy storage batteries (typically, such batteries are limited to charge/discharge rates of less than 1C to only a few C) deal with.
FEMG系统硬件组装件实施例。FEMG system hardware assembly embodiment.
图2A-2C示出离合器-带轮-阻尼器单元19的实施例以及带有该离合器-带轮-阻尼器实施例的FEMG系统硬件的组装构造的截面视图。在该实施例中，包含减速齿轮4的齿轮箱16在齿轮箱的电动发电机端处接收电动发电机3。利用诸如螺栓的紧固件(未图示)，电动发电机3被固定到齿轮箱16的外壳。电动发电机3的转子轴18接合减速齿轮4的邻近的同轴定位的齿轮的对应中心孔，以允许电动发电机3和减速齿轮4之间的转矩传送。2A-2C show cross-sectional views of an embodiment of the clutch-pulley-damper unit 19 and the assembled configuration of the FEMG system hardware with the clutch-pulley-damper embodiment. In this embodiment, the gearbox 16 containing the reduction gear 4 receives the motor-generator 3 at the motor-generator end of the gearbox. The motor generator 3 is fixed to the housing of the gear case 16 with fasteners (not shown) such as bolts. The rotor shaft 18 of the motor-generator 3 engages the corresponding center hole of the adjacent coaxially positioned gear of the reduction gear 4 to allow torque transfer between the motor-generator 3 and the reduction gear 4 .
在齿轮箱16的曲轴端，在该实施例中，通过穿过同轴减速齿轮4的螺栓(未示出)，与离合器-带轮-阻尼器单元19同轴对齐的减速齿轮4为了共同旋转而被联接到离合器-带轮-阻尼器单元19的带轮侧。该联接部的引擎侧部分(具有曲轴阻尼器6的部分)被构造成通过紧固件或者确保引擎侧部分6与曲轴共同旋转的其他合适连接而被联接到引擎曲轴的前端。如下面进一步描述的，齿轮箱16被分离地安装到将离合器-带轮-阻尼器单元19维持成与引擎曲轴的前端同轴对齐的结构。At the crankshaft end of the gearbox 16, in this embodiment, the reduction gear 4 is coaxially aligned with the clutch-pulley-damper unit 19 for common rotation by means of bolts (not shown) passing through the coaxial reduction gear 4 is coupled to the pulley side of the clutch-pulley-damper unit 19 . The engine side part of the coupling (the part with the crankshaft damper 6) is configured to be coupled to the front end of the engine crankshaft by fasteners or other suitable connection ensuring co-rotation of the engine side part 6 with the crankshaft. As further described below, the gearbox 16 is separately mounted to a structure that maintains the clutch-pulley-damper unit 19 in coaxial alignment with the front end of the engine crankshaft.
图2B中的截面视图是从FEMG前端硬件上面观看的视图，图2C中的斜视截面图是在齿轮箱16的曲轴端处的视图。在该实施例中，齿轮箱、电动发电机和离合器-带轮-阻尼器单元组装件被布置成，电动发电机3被定位在引擎曲轴的左侧且在齿轮箱16的前侧(远离引擎前面的一侧)，其中，电动发电机3可以被定位在车辆的引擎冷却剂散热器20下面或者直接在其后面的空间中。替换性地，为了容纳不同的车辆布置，齿轮箱16可以与电动发电机3一起安装到齿轮箱16的后部，优选地，在引擎曲轴左侧横向的空间(例如，邻近于在引擎底部的油盘(oil pan))中。齿轮箱16进一步可以设置有双侧电动发电机安装特征，以使通用的齿轮箱设计可以用于具有前置式电动发电机的车辆应用以及具有被安装到齿轮箱后侧的电动发电机的车辆应用这两种应用中。The sectional view in FIG. 2B is a view from above the FEMG front end hardware, and the oblique sectional view in FIG. 2C is a view at the crankshaft end of the gearbox 16 . In this embodiment, the gearbox, motor-generator and clutch-pulley-damper unit assembly are arranged such that the motor-generator 3 is positioned to the left of the engine crankshaft and on the front side of the gearbox 16 (away from the engine). Front side), wherein the motor generator 3 may be positioned in the space below or directly behind the engine coolant radiator 20 of the vehicle. Alternatively, to accommodate a different vehicle arrangement, the gearbox 16 may be mounted together with the motor-generator 3 to the rear of the gearbox 16, preferably in a space lateral to the left of the engine crankshaft (e.g., adjacent to the in the oil pan). The gearbox 16 can further be provided with a double-sided motor-generator mounting feature so that a common gearbox design can be used for vehicle applications with front mounted motor-generators as well as vehicles with motor-generators mounted to the rear side of the gearbox applied to both applications.
FEMG离合器-带轮-阻尼器单元实施例。FEMG clutch-pulley-damper unit embodiment.
图3A-3C是图2A-2C的离合器-带轮-阻尼器单元19的部件的视图。当被组装时，由于带轮5、引擎侧部分6(此后，阻尼器6)和离合器15基本上轴向重叠，该单元在轴向方向上异常地窄小。在该实施例中，带轮5具有被构造成驱动附件驱动带(未图示)的两个带驱动部分21，例如，一个部分被配置成驱动包围离合器15的引擎冷却风扇7，另一个部分被配置成驱动诸如气体压缩机1的其他引擎附件。在此示例中的驱动带部分21同心地包围阻尼器6和离合器15(为了清楚，包围阻尼器6的带驱动部分21在图2B和2C中被省略)。3A-3C are views of components of the clutch-pulley-damper unit 19 of FIGS. 2A-2C. When assembled, the unit is unusually narrow in the axial direction due to the substantially axial overlapping of the pulley 5 , the engine side portion 6 (hereafter, the damper 6 ) and the clutch 15 . In this embodiment, the pulley 5 has two belt drive sections 21 configured to drive an accessory drive belt (not shown), for example, one section configured to drive the engine cooling fan 7 surrounding the clutch 15, the other section Configured to drive other engine accessories such as the gas compressor 1 . The drive belt portion 21 in this example surrounds the damper 6 and clutch 15 concentrically (the belt drive portion 21 surrounding the damper 6 is omitted in FIGS. 2B and 2C for clarity).
在离合器-带轮-阻尼器单元19内，离合器15包括两个轴向接合的爪形离合器元件25，26。如图2A-2C截面视图所示，在该实施例中，通过从离合器-带轮-阻尼器单元19的FEMG齿轮箱侧延伸通过轴向螺栓孔28的螺栓，中央核心爪形离合器元件25为了旋转而与阻尼器6固定。带轮5通过轴承34而旋转地支撑在中央核心元件25上。Within the clutch-pulley-damper unit 19 , the clutch 15 comprises two axially engaging dog clutch elements 25 , 26 . 2A-2C cross-sectional views, in this embodiment, by bolts extending from the FEMG gearbox side of the clutch-pulley-damper unit 19 through axial bolt holes 28, the central core dog clutch element 25 for Rotate and fix with damper 6. The pulley 5 is rotatably supported on the central core element 25 via bearings 34 .
中央核心爪形离合器元件25的外周的引擎侧部分包括外花键29，外花键29被布置成接合在轴向可移动的爪形离合器元件26的内周处的内花键30。外花键29和内花键30一直接合，以使可移动的爪形离合器元件26在沿着阻尼器旋转轴线轴向可移动的同时与阻尼器6一起旋转。The engine side portion of the outer circumference of the central core dog clutch element 25 comprises outer splines 29 arranged to engage inner splines 30 at the inner circumference of the axially movable dog clutch element 26 . The outer splines 29 and inner splines 30 are constantly engaged such that the movable dog clutch element 26 rotates with the damper 6 while being axially movable along the damper axis of rotation.
可移动的爪形离合器元件26也设置有轴向超前的爪扣(dog)31，爪扣31绕着元件26的齿轮箱侧(远离引擎的一侧)而周向地分布。这些爪扣31被构造成接合在带轮5的面对引擎侧的对应爪扣32之间的空间，如图3C所示。通过定位在阻尼器6和可移动的爪形离合器元件26之间的弹簧33，可移动的爪形离合器元件26在接合位置中被偏压在离合器-带轮-阻尼器单元中，如图2A所示。图2B和2C示出离合器脱离位置，在该离合器脱离位置，随着可移动的爪形离合器元件26朝向阻尼器6轴向上移位，弹簧33被压缩。The movable dog clutch element 26 is also provided with axially leading dogs 31 distributed circumferentially around the gearbox side of the element 26 (the side facing away from the engine). These claws 31 are configured to engage the spaces between corresponding claws 32 on the side of the pulley 5 facing the engine, as shown in FIG. 3C . The movable dog clutch element 26 is biased in the clutch-pulley-damper unit in the engaged position by a spring 33 positioned between the damper 6 and the movable dog clutch element 26, as shown in FIG. 2A shown. 2B and 2C show the clutch disengaged position in which the spring 33 is compressed as the movable dog clutch element 26 is displaced axially upwards towards the damper 6 .
在该实施例中，离合器抛出杆27被同心地定位成在中央核心爪形离合器元件25内。抛出杆27的引擎侧端被布置成施加轴向离合器脱离力，该轴向离合器脱离力克服弹簧33的偏压而使爪形离合器元件26朝向阻尼器6轴向地移位，从而将其朝前的爪扣31从在带轮5的面对引擎侧的对应爪扣32脱离。在该实施例中，离合器抛出杆27的齿轮箱端设置有衬套303和轴承304，轴承304使衬套能够在抛出杆27旋转的同时保持静止。In this embodiment, the clutch throw lever 27 is positioned concentrically within the central core dog clutch element 25 . The engine-side end of the throw lever 27 is arranged to exert an axial clutch disengagement force which, against the bias of the spring 33, displaces the dog clutch element 26 axially towards the damper 6, thereby displacing it The forward facing detent 31 disengages from the corresponding detent 32 on the side of the pulley 5 facing the engine. In this embodiment, the gearbox end of the clutch throw lever 27 is provided with a bushing 303 and a bearing 304 which enables the bushing to remain stationary while the throw lever 27 rotates.
通过离合器致动器22，离合器抛出杆27轴向移位以脱离和接合爪形离合器15。在该实施例中，离合器致动器22被气动致动，压缩气体进入在离合器致动器膜片41上方的装配件305，从而推动膜片41的中心部以与抛出杆衬套303接触，以使离合器抛出杆27朝向引擎轴向地移位以脱离离合器15。当压缩气体压力从离合器致动器解除时，膜片41远离引擎地回退，从而允许偏压弹簧33使抛出杆27和爪形离合器元件26朝向带轮5轴向地移位，以重新接合离合器爪扣31，32，从而带轮5与阻尼器6共同旋转。Via the clutch actuator 22 , the clutch throw lever 27 is axially displaced to disengage and engage the dog clutch 15 . In this embodiment, the clutch actuator 22 is pneumatically actuated and compressed air enters the fitting 305 above the clutch actuator diaphragm 41 , thereby pushing the central portion of the diaphragm 41 into contact with the ejector rod bushing 303 , to displace the clutch throw lever 27 axially toward the engine to disengage the clutch 15 . When the compressed air pressure is released from the clutch actuator, the diaphragm 41 retracts away from the engine, thereby allowing the bias spring 33 to axially displace the ejector lever 27 and dog clutch element 26 toward the pulley 5 to resume The clutch dogs 31 , 32 are engaged so that the pulley 5 and the damper 6 rotate together.
图4示出离合器-带轮-阻尼器单元19的替换实施例，其中，离合器15是所谓的湿式多片离合器。湿式多片离合器包括以交替的方式键入到带轮5内周和阻尼器6的中心部外周的摩擦和从动片23。离合器片23通过阻尼器6和离合器致动器22之间的弹簧24而在轴向上压缩地偏压(在该实施例中，气动致动的离合器致动活塞)。通过弹簧24一起偏压堆叠的摩擦和从动片接合离合器15并且使得带轮5和阻尼器6绕着引擎曲轴的旋转轴线彼此共同旋转。当液压力被施加于离合器致动器22(在致动器的FEMG齿轮箱侧)时，弹簧24被压缩，从而允许交替的离合器摩擦和从动片23轴向上分离且从而将离合器15置于脱离状态，即，带轮5和阻尼器6独立地旋转的状态。FIG. 4 shows an alternative embodiment of the clutch-pulley-damper unit 19 in which the clutch 15 is a so-called wet multi-plate clutch. The wet multi-disc clutch includes friction and driven plates 23 keyed to the inner circumference of the pulley 5 and the outer circumference of the central portion of the damper 6 in an alternating manner. The clutch plate 23 is compressively biased axially by a spring 24 between the damper 6 and the clutch actuator 22 (in this embodiment a pneumatically actuated clutch actuating piston). The stacked friction and driven plates are biased together by spring 24 to engage clutch 15 and cause pulley 5 and damper 6 to co-rotate with each other about the axis of rotation of the engine crankshaft. When hydraulic pressure is applied to the clutch actuator 22 (on the FEMG gearbox side of the actuator), the spring 24 is compressed, allowing alternating clutch friction and axial separation of the driven plates 23 and thereby placing the clutch 15 In the disengaged state, that is, the state in which the pulley 5 and the damper 6 rotate independently.
在该实施例中，液压力通过油供给，并且该油也用以冷却和润滑齿轮箱减速齿轮和其关联的轴承，并且冷却湿式多片离合器的摩擦和从动片。液压力的施加通过电磁阀(未图示)响应于来自FEMG电子控制单元13的指令而控制。离合器15的尺寸被定成确保可以在引擎曲轴和电动发电机之间传递的大量转矩将被离合器容纳而没有滑移。至此，由于离合器-带轮-阻尼器单元19的轴向重叠布置，单元的冷却设计应当被构造成确保在所有操作期间离合器片的充分冷却。虽然在该实施例中冷却通过在齿轮箱中循环的油来提供，但是也可以提供其他强制的或者被动的冷却布置，只要期望的离合器温度被维持在离合器的操作温度极限以下。In this embodiment hydraulic pressure is supplied through oil and this oil is also used to cool and lubricate the gearbox reduction gear and its associated bearings, and to cool the friction and driven plates of the wet multi-plate clutch. The application of hydraulic pressure is controlled by a solenoid valve (not shown) in response to an instruction from the FEMG electronic control unit 13 . Clutch 15 is sized to ensure that the substantial torque that can be transferred between the engine crankshaft and the motor-generator will be accommodated by the clutch without slip. So far, due to the axially overlapping arrangement of the clutch-pulley-damper unit 19, the cooling design of the unit should be configured to ensure adequate cooling of the clutch plates during all operations. Although in this embodiment cooling is provided by oil circulating in the gearbox, other forced or passive cooling arrangements could be provided as long as the desired clutch temperature is maintained below the operating temperature limit of the clutch.
FEMG齿轮箱实施例。FEMG gearbox embodiment.
图5是FEMG齿轮箱16的实施例的曲轴端处的轴承布置的详细截面视图。图6A-6C和7示出该齿轮箱实施例的斜视图，其中，一对齿轮箱蛤壳状外壳板35装入减速齿轮4，减速齿轮4包括带轮端齿轮36、惰轮(idler gear)37和电动发电机端齿轮38。FIG. 5 is a detailed cross-sectional view of the bearing arrangement at the crankshaft end of an embodiment of the FEMG gearbox 16 . 6A-6C and 7 show oblique views of the gearbox embodiment, wherein a pair of gearbox clamshell housing plates 35 house a reduction gear 4 comprising a pulley end gear 36, an idler gear ) 37 and motor generator end gear 38.
虽然在提供曲轴速度比电动发电机速度的期望比率的同时可以提供装配在特定引擎应用的可用空间内的任何齿轮比，但是，在该申请中，齿轮具有2：1的驱动比。齿轮36-38可以是正齿轮、螺旋齿轮或者如期望地具有适合特定的FEMG系统应用的要求的其他齿轮齿(诸如双螺旋人字齿轮齿)。这种要求包括为了满足政府噪音排放所需要的齿轮噪音限制或者可以利用螺旋齿轮满足的驾驶者舒适度限制，诸如齿应力极限的机械强度限制，或者可以利用产生相等且相对的轴向推力部件的双螺旋人字形齿轮齿满足的轴向推力限制。In this application, the gears have a drive ratio of 2:1, although any gear ratio that fits within the available space of a particular engine application can be provided while providing the desired ratio of crankshaft speed to motor generator speed. Gears 36-38 may be spur gears, helical gears, or other gear teeth (such as double helical herringbone gear teeth) as desired to suit the requirements of a particular FEMG system application. Such requirements include gear noise limits required to meet government noise emissions or driver comfort limits that can be met with helical gears, mechanical strength limits such as tooth stress limits, or limits that can be met with equal and opposite axial thrust components. Double helical herringbone gear teeth meet the axial thrust limit.
齿轮箱外壳利用轴承39可旋转地支撑减速齿轮36-38中的每个齿轮。带轮端齿轮36包括在其齿轮齿内部的周向环中的多个通孔40，该多个通孔40对应于在离合器-带轮-阻尼器的带轮5的前面部的孔。这些孔接收被构造成将带轮端减速齿轮36旋转地固定到带轮5以当被曲轴和/或被电动发电机驱动时共同旋转的紧固件。The gearbox housing rotatably supports each of the reduction gears 36 - 38 with bearings 39 . The pulley end gear 36 comprises a plurality of through holes 40 in the circumferential ring inside its gear teeth, corresponding to the holes in the front face of the pulley 5 of the clutch-pulley-damper. These holes receive fasteners configured to rotationally secure the pulley end reduction gear 36 to the pulley 5 for common rotation when driven by the crankshaft and/or by the motor-generator.
带轮端减速齿轮36的中心具有中心孔，通过中心孔，气动动力爪形离合器致动膜片41定位在齿轮箱外壳的前面部。气动膜片41使活塞(未图示)轴向上伸长和回退，活塞被布置成接合爪形离合器元件26上的杯形件27，以控制离合器-带轮-阻尼器单元19的离合器15的接合和脱离。膜片41在图5中示出为被气动离合器致动器22覆盖，而图7-8示出更简单、微小的膜片盖42，其面部上有压缩气体连接，其特别适用于空间受约束的FEMG应用。不管膜片盖设计如何，膜片41通过在当离合器致动器22或者盖板42被安装在齿轮箱外壳的前面部处的膜片孔上时生成的膜片的前面部上面的腔室中的压缩气体而起作用。压缩气体的准入和释放可以通过电磁阀(未图示)响应于来自FEMG控制模块13的指令而控制。虽然在该实施例中离合器致动机构是气动致动的膜片，但是本发明并不局限于特定的离合器致动器。例如，可以使用机电致动器，诸如被构造成延伸致动器杆以脱离离合器部件的电动螺线管。The center of the pulley end reduction gear 36 has a central hole through which the pneumatic power dog clutch actuating diaphragm 41 is positioned at the front portion of the gearbox housing. A pneumatic diaphragm 41 axially extends and retracts a piston (not shown) arranged to engage cup 27 on dog clutch element 26 to control the clutch of clutch-pulley-damper unit 19 15 engagement and disengagement. Diaphragm 41 is shown in Figure 5 as being covered by pneumatic clutch actuator 22, while Figures 7-8 show a simpler, tiny diaphragm cover 42 with a compressed gas connection on its face, which is particularly suitable for space-constrained applications. Constrained FEMG application. Regardless of the diaphragm cover design, the diaphragm 41 passes in a chamber above the front of the diaphragm that is created when the clutch actuator 22 or cover plate 42 is mounted over the diaphragm hole at the front of the gearbox housing. The compressed gas works. The admission and release of compressed gas may be controlled by solenoid valves (not shown) in response to commands from the FEMG control module 13 . Although in this embodiment the clutch actuation mechanism is a pneumatically actuated diaphragm, the invention is not limited to a particular clutch actuator. For example, an electromechanical actuator, such as an electric solenoid configured to extend an actuator rod to disengage a clutch member, may be used.
图5和8提供安装该实施例的气动膜片致动器的进一步细节。在该实施例中，膜片安装环45的引擎侧被构造成支撑与带轮端减速齿轮36关联的前侧轴承39，并且在其前侧接收膜片41。轴承39可以通过任何的合适的装置保持且轴向支撑，诸如卡环，或者如图5所示，通过螺母46。一旦安装环被固定在图示的在齿轮箱外壳蛤壳状板35的前面部中的大孔中，则带轮端减速齿轮36和其轴承39以及膜片41相对于齿轮箱16的外壳而被轴向固定。Figures 5 and 8 provide further details of mounting the pneumatic diaphragm actuator of this embodiment. In this embodiment, the engine side of the diaphragm mounting ring 45 is configured to support the front side bearing 39 associated with the pulley end reduction gear 36 and to receive the diaphragm 41 on its front side. Bearing 39 may be retained and axially supported by any suitable means, such as a snap ring, or, as shown in FIG. 5 , by nut 46 . Once the mounting ring is secured in the illustrated large hole in the front portion of the gearbox housing clamshell plate 35, the pulley end reduction gear 36 and its bearing 39 and diaphragm 41 are positioned relative to the housing of the gearbox 16. fixed axially.
在齿轮箱16的电动发电机端，与电动发电机端减速齿轮38的旋转轴线对齐的轴孔43设置在外壳蛤壳状板35中的至少一个中，如图6A-6C和7所示。轴孔43尺寸定成允许电动发电机3的转子轴(该图中未图示)进入齿轮箱16并且接合电动发电机端齿轮38以共同旋转。At the motor-generator end of the gearbox 16, a shaft hole 43 aligned with the axis of rotation of the motor-generator end reduction gear 38 is provided in at least one of the housing clamshell plates 35, as shown in FIGS. 6A-6C and 7 . Shaft bore 43 is sized to allow a rotor shaft (not shown in this view) of motor-generator 3 to enter gearbox 16 and engage motor-generator end gear 38 for common rotation.
FEMG齿轮箱可以通过油冷却和润滑。油可以存储在自包含的油槽中，或者替换性地，在边远位置中，诸如外部容器或者引擎的油箱，如果引擎和齿轮箱共享同一油源的话。油可以通过齿轮的运动或者通过分配加压油的泵，诸如通过减速齿轮的旋转驱动的电动泵或者机械泵，而遍及齿轮箱循环，并且除润滑和冷却齿轮之外还可以冷却湿式离合器的离合器片。进一步，齿轮箱可以设置有积聚器，积聚器确保当泵产生的压力不能立即可用时加压油的储备量保持可用以例如致动离合器-带轮-阻尼器单元的离合器。在这种实施例中，受FEMG控制模块控制的电磁阀可以被用以释放加压油以操作液压离合器的致动器。FEMG gearboxes can be cooled and lubricated by oil. Oil may be stored in a self-contained oil sump, or alternatively, in a remote location, such as an external container or the engine's oil tank, if the engine and gearbox share the same oil source. Oil can be circulated throughout the gearbox by the movement of the gears or by a pump distributing pressurized oil, such as an electric or mechanical pump driven by the rotation of a reduction gear, and can cool the clutches of wet clutches in addition to lubricating and cooling the gears piece. Further, the gearbox may be provided with an accumulator ensuring that a reserve of pressurized oil remains available eg to actuate a clutch of the clutch-pulley-damper unit when the pressure generated by the pump is not immediately available. In such an embodiment, a solenoid valve controlled by the FEMG control module may be used to release pressurized oil to operate the hydraulic clutch actuator.
图9示出市场上可得到的齿轮箱的示例，其示出替换的电动发电机安装布置，其中电动发电机安装凸缘44提供利用紧固件将电动发电机安装到齿轮箱而不必将紧固件贯穿到齿轮箱外壳中的能力。Figure 9 shows an example of a commercially available gearbox showing an alternative motor-generator mounting arrangement in which the motor-generator mounting flange 44 provides for mounting the motor-generator to the gearbox with fasteners without having to fasten the motor-generator. Ability to penetrate the firmware into the gearbox housing.
在上述实施例中，端减速齿轮36，38经由惰轮37而一直啮合接合。然而，本发明并不局限于该类型的单个减速并联轴齿轮箱。更确切些，可以是其他转矩动力传输布置，诸如链或带驱动，或者利用诸如与可切换联接部的旋转轴线成某一角度排列的转矩传送轴的部件驱动(例如，利用在垂直于可切换联接部的旋转轴线的轴线上旋转的传送轴的蜗杆齿轮驱动)，只要它们可以承受要被传送的转矩，而不需要太大以至于齿轮箱的轴向深度变成不可接受地大。这种替换的齿轮箱布置也可以用于电动发电机3不是平行于可切换联接部的旋转轴线排列而是反而被定位在齿轮箱16上并且根据需要排列以便于在有限空间的区域中安装的实施例(例如，电动发电机被附接在齿轮箱的一端，而其旋转轴线与齿轮箱转矩传送轴对齐，齿轮箱转矩传送轴不平行于可切换联接部的旋转轴线)。In the above-described embodiment, the end reduction gears 36 , 38 are always in meshed engagement via the idler gear 37 . However, the invention is not limited to this type of single reduction parallel shaft gearbox. Rather, other torque power transmission arrangements are possible, such as chain or belt drives, or driven by components such as torque transmitting shafts aligned at an angle to the axis of rotation of the switchable coupling (e.g., Worm gear drives of transmission shafts rotating on the axis of the axis of rotation of the switchable coupling) provided they can withstand the torque to be transmitted without being so large that the axial depth of the gearbox becomes unacceptably large . This alternative gearbox arrangement can also be used where the motor-generator 3 is not aligned parallel to the axis of rotation of the switchable coupling but is instead positioned on the gearbox 16 and aligned as desired to facilitate installation in areas of limited space. Embodiments (eg, a motor-generator is attached at one end of the gearbox with its axis of rotation aligned with the gearbox torque transfer axis, which is not parallel to the axis of rotation of the switchable coupling).
本发明并不局限于减速比固定的一直啮合的布置，可以使用其他布置，诸如直径可变的带轮(与在一些车辆恒定速度传输中所使用的类似)或者可内部脱离的齿轮，只要齿轮箱的轴向深度不妨碍FEMG系统部件在引擎前部的区域中的位置。The invention is not limited to a constantly meshing arrangement with a fixed reduction ratio, other arrangements such as variable diameter pulleys (similar to those used in some vehicle constant speed transmissions) or internally disengageable gears may be used as long as the gear The axial depth of the box does not interfere with the location of the FEMG system components in the area of the front of the engine.
在优选实施例中，FEMG齿轮箱减速齿轮36-38的减速比是2：1，该减速比是被选择以将曲轴旋转速度更好地匹配到电动发电机3的高效操作速度范围的比率。In the preferred embodiment, the reduction ratio of the FEMG gearbox reduction gears 36 - 38 is 2:1, which is a ratio selected to better match the crankshaft rotational speed to the efficient operating speed range of the motor-generator 3 .
FEMG系统硬件安装实施例。Example of FEMG system hardware installation.
如上所述，优选地，FEMG组件定位成使得电动发电机3被定位在向下偏移并且到支撑引擎的车辆底盘轨道的横向侧的引擎室的区域中。图10图示从车辆的前部朝向后部观看的这种布置。该图示出在该实施例中电动发电机3与引擎8的曲轴47(轴向上定位在齿轮箱16后面)、油盘48、纵向底盘轨道49和横置引擎安装件50之间的关系As mentioned above, preferably the FEMG assembly is positioned such that the motor generator 3 is positioned in the area of the engine compartment offset downwards and to the lateral side of the vehicle chassis rail supporting the engine. Figure 10 illustrates this arrangement viewed from the front of the vehicle towards the rear. The figure shows the relationship between the motor generator 3 in this embodiment and the crankshaft 47 of the engine 8 (located axially behind the gearbox 16), the oil pan 48, the longitudinal chassis rails 49 and the transverse engine mount 50
在以上FEMG布置中，曲轴47、离合器-带轮-阻尼器单元19和引擎端减速齿轮36定位在同一旋转轴线上。为了确保该关系被维持，FEMG齿轮箱应当以确保引擎和齿轮箱之间没有相对移动，或者是横向于曲轴的旋转轴线或者是围绕曲轴轴线，的方式而定位在引擎前部。In the above FEMG arrangement, the crankshaft 47 , the clutch-pulley-damper unit 19 and the engine-side reduction gear 36 are positioned on the same axis of rotation. To ensure that this relationship is maintained, the FEMG gearbox should be positioned at the front of the engine in a manner that ensures that there is no relative movement between the engine and the gearbox, either transverse to or about the axis of rotation of the crankshaft.
虽然会可以以不直接将齿轮箱连接到引擎的方式(例如，通过从连接到保持引擎的底盘轨道的支架悬挂FEMG齿轮箱)安装FEMG齿轮箱，但是，优选地，直接将齿轮箱联接到邻近的车辆框架构件或者联接到引擎组。FEMG齿轮箱到引擎安装支架以及齿轮箱中安装孔的对应布置的示例如图10-14所示。While it would be possible to mount the FEMG gearbox in a manner that does not directly connect the gearbox to the engine (e.g., by suspending the FEMG gearbox from brackets connected to the chassis rails that hold the engine), it is preferable to directly couple the gearbox to adjacent The vehicle frame members are either coupled to the engine block. An example of the corresponding arrangement of the FEMG gearbox to the engine mounting bracket and the mounting holes in the gearbox is shown in Figures 10-14.
在图10中，FEMG齿轮箱16抵抗旋转或者相对于引擎8的横向运动而通过紧固件306直接固定到引擎8。图11示出一种替换方法，其中，转矩臂307(亦称拉杆)在一端处被附接到FEMG齿轮箱16的锚点308，且在相对端处被附接到邻近的框架轨道49，从而提供齿轮箱16的非旋转支撑。In FIG. 10 , the FEMG gearbox 16 is secured directly to the engine 8 by fasteners 306 against rotation or lateral movement relative to the engine 8 . Figure 11 shows an alternative approach where a torque arm 307 (also known as a tie rod) is attached at one end to the anchor point 308 of the FEMG gearbox 16 and at the opposite end to the adjacent frame rail 49 , thereby providing non-rotating support for the gearbox 16 .
进一步替换的FEMG安装方法如图12所示。在该实施例中，安装支架51设置有螺栓孔52，螺栓孔52布置在支架周围以与引擎组8中的对应孔对齐，其接收紧固件以提供用于FEMG齿轮箱的以引擎为中心的固定支撑。在该示例中，安装支架51的平坦底部布置成定位在弹性引擎安装件的顶部，如商用车辆引擎安装中通常所使用的。安装支架51的引擎侧部分是必须在离合器-带轮阻尼器单元下和/或离合器-带轮阻尼器单元周围延伸以达到FEMG齿轮箱安装支架部分，同时确保在支架内存在足够可用的余隙以允许离合器-带轮-阻尼器单元在其中旋转的支架的一部分，齿轮箱可以联接到FEMG齿轮箱安装支架部分。A further alternative FEMG mounting method is shown in Figure 12. In this embodiment, the mounting bracket 51 is provided with bolt holes 52 arranged around the bracket to align with corresponding holes in the engine block 8 which receive fasteners to provide an engine-centric fit for the FEMG gearbox. fixed support. In this example, the flat bottom of the mounting bracket 51 is arranged to be positioned on top of a resilient engine mount, as is commonly used in commercial vehicle engine mounts. The engine side portion of the mounting bracket 51 is necessary to extend under and/or around the clutch-pulley damper unit to reach the FEMG gearbox mounting bracket portion while ensuring sufficient clearance is available within the bracket The gearbox can be coupled to the FEMG gearbox mounting bracket part as part of the bracket that allows the clutch-pulley-damper unit to rotate in it.
图13和14示意地图示FEMG齿轮箱16在这种支架上的位置以及围绕FEMG减速齿轮36和安装支架51的FEMG侧的紧固件孔的对应分配。图13和14都示出FEMG齿轮箱16上和FEMG安装支架51的FEMG齿轮箱侧的对应紧固件孔53的周向布置。在图14中，安装支架51的引擎侧部分和FEMG齿轮箱侧部分通过在没有旋转的离合器-带轮-阻尼器单元19的空间中平行于引擎曲轴轴线延伸的臂54连结(为了清楚，这些图中未图示)。示意地图示的臂54是想要传达安装支架布置构思，需要理解，安装支架的引擎侧和FEMG齿轮箱侧之间的连接可以是以相对于引擎曲轴的运动而固定FEMG齿轮箱的方式将支架的前后侧连结的任何构造。例如，臂54可以是焊接或者螺栓接合到支架的前侧和/或后侧的杆，或者臂可以是在离合器-带轮-阻尼器单元19周围延伸的一体铸造的部件的部分。优选地，安装支架51被设计成使得其FEMG齿轮箱侧部分具有紧固件孔模式，该紧固件孔模式便于FEMG齿轮箱按需要相对于支架旋转(“计时”)，以便以各种角度对齿轮箱进行索引以使FEMG部件适应各种引擎布置，例如将FEMG系统改装成各种现有车辆或者固定式引擎应用。13 and 14 schematically illustrate the position of the FEMG gearbox 16 on such a bracket and the corresponding assignment of fastener holes around the FEMG reduction gear 36 and the FEMG side of the mounting bracket 51 . 13 and 14 both show the circumferential arrangement of corresponding fastener holes 53 on the FEMG gearbox 16 and on the FEMG gearbox side of the FEMG mounting bracket 51 . In FIG. 14, the engine side portion of the mounting bracket 51 and the FEMG gearbox side portion are joined by an arm 54 extending parallel to the engine crankshaft axis in the space of the non-rotating clutch-pulley-damper unit 19 (for clarity, these not shown in the figure). The schematically illustrated arm 54 is intended to convey the mounting bracket arrangement concept, with the understanding that the connection between the engine side and the FEMG gearbox side of the mounting bracket may be such that the bracket is fixed in a manner that secures the FEMG gearbox relative to the movement of the engine crankshaft. Any structure that connects the front and rear sides. For example, the arm 54 may be a rod welded or bolted to the front and/or rear side of the bracket, or the arm may be part of an integrally cast component extending around the clutch-pulley-damper unit 19 . Preferably, the mounting bracket 51 is designed such that its FEMG gearbox side portion has a fastener hole pattern that facilitates rotation ("timing") of the FEMG gearbox relative to the bracket as desired, so that at various angles Index gearboxes to adapt FEMG components to various engine arrangements, such as retrofitting FEMG systems to various existing vehicles or stationary engine applications.
FEMG系统电动发电机和电子控制实施例。FEMG Systems Motor Generator and Electronic Control Embodiment.
适用于附接到FEMG齿轮箱的电动发电机端的电动发电机的示例如图15所示。在该实施例中，电动发电机3的FEMG齿轮箱侧55包括多个螺柱56，多个螺柱56被构造成接合齿轮箱上的安装凸缘中的对应孔，安装凸缘诸如图9中示范性的齿轮箱16上示出的安装凸缘44。为了传送电动发电机3的转子和电动发电机端减速齿轮38之间的转矩，转子孔57接收延伸到减速齿轮38中的对应孔中的轴(未图示)。减速齿轮38与电动发电机3的转子之间的轴可以是分离部件，或者可以是一体地形成有转子或者减速齿轮。轴也可以按压到转子和减速齿轮中一个或者两个，或者可以能够轻易地通过使用诸如轴向花键或者螺纹连接的可移位连接部而分离。An example of a motor generator suitable for attachment to the motor generator end of a FEMG gearbox is shown in Figure 15. In this embodiment, the FEMG gearbox side 55 of the motor-generator 3 includes a plurality of studs 56 configured to engage corresponding holes in a mounting flange on the gearbox, such as in FIG. 9 Mounting flange 44 is shown on the exemplary gearbox 16 in FIG. To transmit torque between the rotor of the motor-generator 3 and the motor-generator end reduction gear 38 , the rotor bore 57 receives a shaft (not shown) extending into a corresponding bore in the reduction gear 38 . The shaft between the reduction gear 38 and the rotor of the motor generator 3 may be a separate component, or may be integrally formed with the rotor or the reduction gear. The shaft may also be pressed to one or both of the rotor and reduction gear, or may be easily detachable by using a displaceable connection such as an axial spline or threaded connection.
在该实施例中，电动发电机3也容纳FEMG系统的几个电子部件，以及如下面进一步讨论的，用作电动发电机3与FEMG系统的控制和能量存储部件之间的电接口的低电压连接件58和高电压连接件59。In this embodiment, the motor-generator 3 also houses several of the electronic components of the FEMG system, as well as the low voltage used as the electrical interface between the motor-generator 3 and the control and energy storage components of the FEMG system, as discussed further below. Connection 58 and high voltage connection 59 .
优选地，电动发电机3尺寸被定成至少提供引擎起动、混合动力发电以及引擎附件驱动能力。在一个实施例中，如图16的图表所示，具有直径为220mm左右且纵向深度为180mm左右的尺寸的电动发电机在0rpm时提供近似300Nm的转矩用于引擎起动，并且在4000rpm附近提供高达近似100Nm用于操作引擎附件和/或向引擎曲轴提供补充转矩以帮助推进车辆。FEMG齿轮箱的减速比为2：1的情况下，该电动发电机速度范围被良好地匹配到典型的商用车辆引擎的速度范围，为0到近似2000rpm。Preferably, the motor generator 3 is sized to provide at least engine starting, hybrid power generation and engine accessory drive capabilities. In one embodiment, as shown in the graph of FIG. 16 , a motor-generator having dimensions of around 220 mm in diameter and around 180 mm in longitudinal depth provides approximately 300 Nm of torque at 0 rpm for engine starting, and around 4000 rpm. Up to approximately 100 Nm is used to operate engine accessories and/or provide supplemental torque to the engine crankshaft to help propel the vehicle. With a 2:1 reduction ratio of the FEMG gearbox, this motor generator speed range is well matched to that of a typical commercial vehicle engine, from 0 to approximately 2000 rpm.
FEMG电动发电机设计通过热学、机械和电气考虑而约束。例如，在起动期间电动发电机的温度上升被相对短的时长的起动操作而相对限制的同时，仅当电动发电机正在驱动一个以上的诸如引擎冷却风扇的要求苛刻的引擎附件时，从马达输出的所需要的转矩可以在50Nm到100Nm的范围。在没有足够的电动发电机冷却的情况下，在持续的高转矩输出条件期间温度上升会可能是显著的。例如，在15A/mm2的电动发电机绕组中的电流密度J时，绝热温度上升会可能在30℃左右。因此，优选地，FEMG电动发电机设置有诸如图17所示的示例的强制冷却，其中，引擎冷却剂或者冷却油(诸如来自齿轮箱油路的油)经过电动发电机中的冷却流体通道60循环。特别优选地，冷却通道60的一部分61也被递送以向安装在电动发电机3上的FEMG系统电子元件提供冷却。FEMG motor generator designs are constrained by thermal, mechanical and electrical considerations. For example, while the temperature rise of the motor-generator during cranking is relatively limited by the relatively short duration of the cranking operation, output from the motor is only The required torque can be in the range of 50Nm to 100Nm. Without adequate motor-generator cooling, temperature rise can be significant during sustained high torque output conditions. For example, at a current density J in the motor-generator winding of 15A/mm2 , the adiabatic temperature rise would probably be around 30°C. Therefore, preferably, the FEMG motor-generator is provided with forced cooling such as the example shown in Figure 17, where engine coolant or cooling oil (such as oil from the gearbox oil circuit) passes through cooling fluid passages 60 in the motor-generator cycle. Particularly preferably, a portion 61 of the cooling channel 60 is also delivered to provide cooling to the FEMG system electronic components mounted on the motor-generator 3 .
所选择的电机类型也可能引入限制或者提供具体优势。例如，在感应式电动马达中，使用逆变器(通量相应增加)，击穿转矩可以增加10-20％，并且典型地，击穿转矩较高，例如，机器额定值的2-3倍。另一方面，如果永磁体式机器被选择，则必须避免过多的定子激励电流，以使永磁体的退磁可能性最小化。虽然物理布置和操作温度可以影响退磁有问题的点，但是典型地，在显著的退磁被注意之前，必须经历比额定电流两倍大的电流值。The chosen motor type may also introduce limitations or provide specific advantages. For example, in an induction electric motor, the breakdown torque can be increased by 10-20% using an inverter (with a corresponding increase in flux), and typically the breakdown torque is higher, eg, 2- 3 times. On the other hand, if a permanent magnet machine is chosen, excessive stator excitation current must be avoided to minimize the possibility of demagnetization of the permanent magnets. While physical arrangement and operating temperature can affect the point at which demagnetization is problematic, typically a current value greater than twice the rated current must be experienced before significant demagnetization is noticed.
着眼于这种因素，电动发电机3的优选实施例将会具有在其的额定操作范围的150％下操作的性能。例如，电动发电机可以具有4000rpm的额定速度，6000rpm的最高速度等级(对应于3000rpm的最大引擎速度)，和在4000rpm时60KW左右的容量。在额定电压400V的情况下操作的这种电动发电机将被预期要提供近似100Nm的连续转矩输出，用于诸如20秒的短时长的150Nm的引擎曲柄转矩，以及在300Nm的0rpm时的峰值起动转矩。With this in mind, a preferred embodiment of the motor-generator 3 would have the capability to operate at 150% of its rated operating range. For example, a motor generator may have a rated speed of 4000 rpm, a top speed rating of 6000 rpm (corresponding to a maximum engine speed of 3000 rpm), and a capacity of around 60KW at 4000 rpm. Such a motor-generator operating at a nominal voltage of 400V would be expected to provide a continuous torque output of approximately 100Nm, an engine crank torque of 150Nm for a short duration such as 20 seconds, and an engine crank torque of 300Nm at 0rpm peak starting torque.
在该实施例中，FEMG电动发电机3以及FEMG系统的其他部件受中央FEMG控制模块13、电子控制器(“ECU”)控制。相对于电动发电机，FEMG控制模块：(i)控制电动发电机的操作模式，包括转矩输出模式、发电模式、空闲模式(idle mode)和关机模式，在转矩输出模式中，电动发电机输出经由离合器-带轮-阻尼器单元要被传送到引擎附件和/或引擎曲轴的转矩，在发电模式中，电动发电机产生用于存储的电能，在空闲模式中，电动发电机既不产生转矩也不产生电能，在关机模式中，电动发电机的速度被设定为0(当没有引擎附件操作需求并且离合器-带轮-阻尼器单元的离合器脱离时可能的模式)；并且(ii)(如被采用的离合器致动器的类型所要求的，经由诸如电磁阀和/或继电器的部件)控制离合器-带轮-阻尼器单元的接合状态。In this embodiment, the FEMG motor generator 3 as well as other components of the FEMG system are controlled by a central FEMG control module 13 , an electronic controller ("ECU"). With respect to the motor generator, the FEMG control module: (i) controls the operation mode of the motor generator, including torque output mode, power generation mode, idle mode and shutdown mode. In the torque output mode, the motor generator output torque to be transmitted to the engine accessories and/or the engine crankshaft via the clutch-pulley-damper unit, in generating mode the motor-generator generates electrical energy for storage, in idle mode the motor-generator neither To generate torque and not to generate electrical power, in shutdown mode, the motor-generator speed is set to 0 (possible mode when there is no demand for engine accessory operation and the clutch of the clutch-pulley-damper unit is disengaged); and ( ii) Controlling the engagement state of the clutch-pulley-damper unit (via components such as solenoid valves and/or relays, as required by the type of clutch actuator employed).
基于各种传感器输入和预定的操作标准，如下面进一步讨论的，诸如能量存储部11的充电状态，在能量存储部内的高电压电池组的温度水平，以及电动发电机3上的当前或者预期的转矩需求(例如，实现期望的引擎附件旋转速度以获取期望水平的引擎附件操作效率所需要的转矩)，FEMG控制模块13控制电动发电机3和离合器-带轮-阻尼器单元19。FEMG控制模块13也监测电动发电机以及引擎曲轴相关的速度信号，以通过在给离合器致动器发信号以接合离合器之前确保离合器的曲轴侧和带轮侧部分是速度匹配的，而使损坏离合器部件的潜在性最小化。Based on various sensor inputs and predetermined operating criteria, as discussed further below, such as the state of charge of the energy storage 11, the temperature level of the high voltage battery pack within the energy storage, and the current or expected Torque demand (eg, the torque required to achieve a desired engine accessory rotational speed to achieve a desired level of engine accessory operating efficiency), the FEMG control module 13 controls the motor generator 3 and the clutch-pulley-damper unit 19 . The FEMG control module 13 also monitors motor-generator and engine crankshaft related speed signals to prevent damage to the clutch by ensuring that the crankshaft side and pulley side portions of the clutch are speed matched before signaling the clutch actuator to engage the clutch. Component potential is minimized.
FEMG控制模块13使用数字和/或模拟信号与其他车辆电子模块通信，都是为了获取用于其电动发电机和离合器-带轮-阻尼器控制算法的数据，并且与其他车辆控制器配合以判定整个系统操作的最优组合。在一个实施例中，例如，FEMG控制模块13被构造成从制动控制器接收信号以在发电模式下操作电动发电机，从而响应于来自驾驶者的相对低的制动需求而提供代替应用车辆的机械制动的再生制动。FEMG控制模块13被编程为，一旦接收到这种信号，即评估当前车辆操作状态并且给制动控制器提供指示正发起再生制动的信号，或者替换性地，指示不期望有电能产生并且制动控制器应当指令致动车辆的机械制动器或者减速器的的信号。The FEMG control module 13 communicates with other vehicle electronics modules using digital and/or analog signals, both to obtain data for its motor-generator and clutch-pulley-damper control algorithms, and to cooperate with other vehicle controllers to determine Optimal combination for the operation of the entire system. In one embodiment, for example, the FEMG control module 13 is configured to receive a signal from a brake controller to operate the motor-generator in a generating mode, thereby providing alternative application of vehicle braking in response to relatively low braking demand from the driver. regenerative braking of the mechanical brake. The FEMG control module 13 is programmed to, upon receipt of such a signal, evaluate the current vehicle operating state and provide a signal to the brake controller indicating that regenerative braking is being initiated, or alternatively, that no electrical energy generation is desired and braking The brake controller shall command the signal to actuate the mechanical brake or retarder of the vehicle.
图18提供FEMG系统中电子控制的集成化的示例。在该实施例中，FEMG控制模块13接收并输出信号，越过车辆的CAN总线与传感器、致动器及其他车辆控制器通信。在此示例中，FEMG控制模块13与电池管理系统12、与引擎控制单元63且与FEMG系统的电能管理部件通信，电池管理系统12监测能量存储部11的充电状态及其他相关的能量管理参数，引擎控制单元63监测引擎传感器并且控制内燃引擎的操作，FEMG系统的电能管理部件包括功率逆变器14，功率逆变器14处理车辆的DC能量存储部和电气消耗件(图中未图示)之间、AC电动发电机3和电气总线的DC部分之间的AC/DC转换。FEMG控制模块13进一步与车辆的DC-DC转换器10通信，DC-DC转换器10管理适用于消耗装置的电压的电能分配，例如，从能量存储部11的400V电力转换到车辆的12V电池9及诸如灯、无线电、电动座椅的车辆的各种12V设备所需要的12V。Figure 18 provides an example of the integration of electronic controls in a FEMG system. In this embodiment, the FEMG control module 13 receives and outputs signals to communicate with sensors, actuators and other vehicle controls across the vehicle's CAN bus. In this example, the FEMG control module 13 communicates with the battery management system 12, with the engine control unit 63 and with the power management components of the FEMG system, the battery management system 12 monitoring the state of charge of the energy storage unit 11 and other relevant energy management parameters, The engine control unit 63 monitors the engine sensors and controls the operation of the internal combustion engine. The power management components of the FEMG system include the power inverter 14 which handles the vehicle's DC energy storage and electrical consumers (not shown in the figure) AC/DC conversion between the AC motor generator 3 and the DC portion of the electrical bus. The FEMG control module 13 further communicates with the vehicle's DC-DC converter 10, which manages the distribution of electrical energy at a voltage suitable for the consumer, e.g. from 400V power from the energy storage 11 to the vehicle's 12V battery 9 And the 12V required by various 12V devices of the vehicle such as lamps, radios, electric seats.
图18也图示从传感器64(例如，电动发电机离合器位置传感器101、电动发电机速度传感器102、引擎附件离合器位置103、气体压缩机状态传感器104、动态热发生器状态传感器105、FEMG冷却剂温度传感器106、FEMG冷却剂压力传感器107、和12V电池电压传感器108)输入到FEMG系统控制算法中的数据的通信，传感器64与电动发电机3、离合器-带轮-阻尼器单元19的离合器、各种引擎附件1以及12V电池9关联。18 also illustrates slave sensors 64 (e.g., motor generator clutch position sensor 101, motor generator speed sensor 102, engine accessory clutch position 103, gas compressor state sensor 104, dynamic heat generator state sensor 105, FEMG coolant temperature sensor 106, FEMG coolant pressure sensor 107, and 12V battery voltage sensor 108) communication of data input into the FEMG system control algorithm, sensor 64 communicates with motor generator 3, clutch of clutch-pulley-damper unit 19, Various engine accessories 1 and 12V batteries 9 are associated.
FEMG控制模块13接收和交换的许多信号越过车辆的符合SAE J 1939标准的通信和诊断总线65而传输到其他车辆设备66(例如，制动控制器111、减速器控制器112、电子气体控制(EAC)控制器113、变速控制器114、和仪表板控制器115)/从其他车辆设备66被传输。表1中提供该类传感器与交换的操作信号和变量以及它们相应的来源的示例。Many of the signals received and exchanged by the FEMG control module 13 are transmitted across the vehicle's SAE J 1939 compliant communication and diagnostic bus 65 to other vehicle equipment 66 (e.g., brake controller 111, retarder controller 112, electronic gas control ( EAC) controller 113, transmission controller 114, and instrument panel controller 115)/are transmitted from other vehicle equipment 66. Examples of the operational signals and variables exchanged by such sensors and their corresponding sources are provided in Table 1.
表1Table 1
来自FEMG控制模块13的输出包括控制电能产生或者来自电动发电机3的转矩输出的指令，用于接合和脱离离合器-带轮-阻尼器单元19的离合器的指令，用于接合和脱离单独的引擎附件1的离合器120的指令(下面进一步讨论)，以及用于操作FEMG冷却剂泵121的指令。Outputs from the FEMG control module 13 include commands to control electrical power generation or torque output from the motor generator 3, commands for engaging and disengaging the clutches of the clutch-pulley-damper unit 19, commands for engaging and disengaging individual Commands for the clutch 120 of the engine accessory 1 (discussed further below), as well as commands for operating the FEMG coolant pump 121 .
FEMG系统部件的FEMG控制模块系统控制。FEMG control module system control for FEMG system components.
除控制电动发电机以及其与引擎曲轴的离合连接之外，在该实施例中，FEMG控制模块还具有控制任一单独离合器或者所有单独离合器的接合状态的能力，该单独离合器将引擎附件连接到带轮5驱动的附件驱动带，从而容许FEMG控制模块根据车辆的操作状态而选择性地将不同的引擎附件(诸如空调压缩机2或者车辆的压缩气体压缩机1)连接到附件驱动部和使不同的引擎附件与附件驱动部断开连接。例如，当操作条件容许时，FEMG控制模块的算法可以优先考虑电能产生并且判定一些引擎附件不需要操作。替换性地，FEMG控制模块被编程为，响应于要求操作附件的优先情形而操作引擎附件，即使这样做将不会导致高的整体车辆操作效率。后者的示例将会是接收压缩气体存储罐低压力信号，使接合气体压缩机的离合器和以足够高的速度操作带轮5来确保足够的压缩气体被存储从而满足车辆的安全需要(如，用于气动制动操作的足够的压缩气体)成为必要。另一示例将会是指令电动发电机和引擎冷却风扇离合器以足够高的速度操作引擎冷却风扇来确保充分的引擎冷却，从而防止引擎损坏。In addition to controlling the motor-generator and its clutched connection to the engine crankshaft, in this embodiment the FEMG control module has the ability to control the engagement of any or all of the individual clutches connecting the engine accessories to the The pulley 5 drives the accessory drive belt, allowing the FEMG control module to selectively connect different engine accessories (such as the air conditioner compressor 2 or the vehicle's compressed gas compressor 1 ) to the accessory drive and use the Various engine accessories are disconnected from the accessory drive. For example, when operating conditions permit, the algorithms of the FEMG control module may prioritize power generation and determine that some engine accessories do not require operation. Alternatively, the FEMG control module is programmed to operate the engine accessories in response to priority conditions requiring operation of the accessories, even though doing so would not result in high overall vehicle operating efficiency. An example of the latter would be receiving a compressed gas storage tank low pressure signal, causing the clutch of the gas compressor to be engaged and the pulley 5 to be operated at a speed high enough to ensure that enough compressed gas is stored to meet vehicle safety requirements (eg, Sufficient compressed air for pneumatic brake operation) becomes necessary. Another example would be to command the motor generator and engine cooling fan clutch to operate the engine cooling fan at a speed high enough to ensure adequate engine cooling to prevent engine damage.
优选地，FEMG控制模块设置有引擎附件操作性能数据，例如，以存储的查阅表的形式。利用引擎附件操作效率信息，当离合器-带轮-阻尼器单元离合器脱离时将电动发电机的操作速度可变地控制到几乎任何期望的速度的能力，以及从传感器和车辆的通信网络接收到的车辆的操作状态的知识，FEMG控制模块13被编程为，判定和指令对于给定操作条件导致高水平的整体车辆系统效率的优选电动发电机速度以及引擎附件离合器接合状态的组合。Preferably, the FEMG control module is provided with engine accessory operating performance data, eg in the form of a stored look-up table. Using engine accessory operating efficiency information, the ability to variably control the operating speed of the motor-generator to virtually any desired speed when the clutch-pulley-damper unit clutch is disengaged, and information received from sensors and the vehicle's communication network Knowledge of the vehicle's operating state, the FEMG control module 13 is programmed to determine and command a preferred motor generator speed and engine accessory clutch engagement state combination that results in a high level of overall vehicle system efficiency for a given operating condition.
在整体系统效率可以通过有大量单独引擎附件离合器(包括开闭、多级而或者滑动可变的离合器)而被改进的同时，即使没有单独附件离合器，FEMG控制模块13也可以使用引擎附件性能信息来判定使得带轮5以满足当前系统优先级的速度旋转的优选的电动发电机操作速度，该优先级是否增强系统效率，从而确保满足最重的引擎附件需求，或者满足另一优先级的速度旋转的电动发电机操作速度，该另一优先级诸如在确保足够的电能在车辆停止之前被存储的预想事件之前在预定时间充分开始对能量存储部11充电。例如，在该实施例中,FEMG控制模块被编程为，判定能量存储部11的当前充电状态和预想的驾驶者休息时段之前可用的时间量，并且发起以将导致引擎关闭时有足够的能量支持车辆系统操作(诸如睡眠车厢空调)重置时段的预想时长(例如，8小时过夜休息时间)的速率而对能量存储部11进行的电动发电机充电。While overall system efficiency can be improved by having a large number of individual engine accessory clutches (including open-close, multi-stage, or slip variable clutches), the FEMG control module 13 can use engine accessory performance information even without individual accessory clutches to determine the preferred motor-generator operating speed to cause the pulley 5 to rotate at a speed that satisfies the current system priority, whether that priority enhances system efficiency, ensures that the heaviest engine accessory demands are met, or satisfies another priority speed Rotating motor-generator operating speed, another priority such as sufficiently starting to charge the energy storage 11 at a predetermined time before a contemplated event ensuring sufficient electrical energy is stored before the vehicle stops. For example, in this embodiment, the FEMG control module is programmed to determine the current state of charge of the energy storage unit 11 and the amount of time available before the anticipated driver rest period, and initiate a process with sufficient energy support that will cause the engine to shut down. The vehicle system operation (such as sleeping cabin air conditioning) charges the motor generator in the energy storage 11 at a rate for the expected duration of the reset period (eg, 8 hours overnight rest period).
不管有的单独引擎附件离合器的数量如何，都适用类似的原理，即，FEMG控制模块可以被编程为，不管是否有几个、很多单独引擎附件离合器还是没有单独引擎附件离合器，都以满足算法中建立的优先级的方式而操作电动发电机3和离合器-带轮-阻尼器单元离合器15。类似地，各种优先级方案可以被编程到FEMG控制模块中以适合特定的车辆应用。例如，在优选实施例中，能量效率优先算法可以超出对带轮速度和单独引擎附件离合器接合的什么构造对于最高优先级的引擎附件提供最优操作效率的简单分析，而是也可以判定如果存在在仍然满足车辆系统需求的同时还使整体车辆效率最大化的带轮速度，那么以折衷的带轮速度的引擎附件的组合的操作是否将会在保持满足优先级附件的需求，即以与它们相应的最高效率操作点偏离的速度操作单独引擎附件中的每一个的同时导致整体系统效率更大。Similar principles apply regardless of the number of individual engine accessory clutches that are available, i.e., the FEMG control module can be programmed to satisfy the The motor generator 3 and the clutch-pulley-damper unit clutch 15 are operated in an established priority manner. Similarly, various priority schemes can be programmed into the FEMG control module to suit specific vehicle applications. For example, in a preferred embodiment, the energy efficiency priority algorithm may go beyond a simple analysis of pulley speeds and what configuration of individual engine accessory clutch engagements provide optimal operating efficiency for the highest priority engine accessories, but may also determine if there is pulley speeds that maximize overall vehicle efficiency while still meeting vehicle system requirements, will operation of the combination of engine accessories at compromised pulley speeds be consistent with meeting the needs of priority accessories, i.e., with their Operating each of the individual engine accessories at speeds from which the respective maximum efficiency operating points deviate results in greater overall system efficiency.
FEMG电能产生、存储和电压转换实施例。FEMG electrical energy generation, storage and voltage conversion embodiments.
本实施例中的功率电子器件和电流分布之间的关系在图19中更详细地示出。三相交变电流电动发电机3经由高电压连接件连接到AD/DC功率逆变器14。电动发电机3所产生的电能被转换成高电压DC电流以被分配在DC总线网络67上。相反地，DC电流可以被供给到双向功率逆变器14，以转换成AC电流从而驱动作为产生转矩的电动马达的电动发电机3。The relationship between the power electronics and current distribution in this embodiment is shown in more detail in FIG. 19 . The three-phase alternating current motor generator 3 is connected to an AD/DC power inverter 14 via a high voltage connection. The electrical energy generated by the motor generator 3 is converted into high voltage DC current to be distributed on the DC bus network 67 . Conversely, the DC current may be supplied to the bidirectional power inverter 14 to be converted into AC current to drive the motor-generator 3 as an electric motor generating torque.
诸如逆变器14的双向AC/DC功率逆变器的已知实施例如图20所示。该布置包括六个IGBT功率晶体管构造，基于矢量控制策略，切换信号从控制器(诸如从FEMG控制模块13)提供到控制线路68A-68F。优选地，用于功率逆变器14的控制模块定位成远离功率逆变器的IGBT板不多于15cm。如果期望使DC总线67上的电气噪音最小化，则滤波器69可以插入功率逆变器和DC总线余下部分之间。A known embodiment of a bidirectional AC/DC power inverter such as inverter 14 is shown in FIG. 20 . The arrangement includes six IGBT power transistor configurations, with switching signals provided from a controller, such as from the FEMG control module 13, to the control lines 68A-68F based on a vector control strategy. Preferably, the control module for the power inverter 14 is located no more than 15 cm away from the IGBT board of the power inverter. If it is desired to minimize electrical noise on the DC bus 67, a filter 69 may be inserted between the power inverter and the remainder of the DC bus.
图19也示出两个主要的DC总线连接，功率逆变器14和能量存储部11之间的高压线路。该图中的双向箭头指示DC电流可以从功率逆变器14传递到能量存储部11以增加其充电状态，或者可以从能量存储部流动到DC总线67以分配到功率逆变器14从而驱动电动发电机3或者到连接到DC总线的其他DC电压消耗件。在该实施例中，DC/DC电压转换器70设置在DC总线和能量存储部11之间以将电动发电机3所产生的在DC总线上的DC电压适配成能量存储部的优选操作电压。图19也示出，DC总线67也可以连接到适当的电压转换器，诸如将来自诸如静止式充电站的非车载电源310的电能转换成DC总线67上的电压，以容许当车辆停驻时独立于电动发电机3对能量存储部充电的AC-DC电压转换器309。FIG. 19 also shows the two main DC bus connections, the high voltage line between the power inverter 14 and the energy storage 11 . The double-headed arrow in this figure indicates that DC current may pass from the power inverter 14 to the energy storage 11 to increase its state of charge, or may flow from the energy storage to the DC bus 67 for distribution to the power inverter 14 to drive the electric motor. Generator 3 or to other DC voltage consumers connected to the DC bus. In this embodiment, a DC/DC voltage converter 70 is provided between the DC bus and the energy storage 11 to adapt the DC voltage on the DC bus generated by the motor-generator 3 to the preferred operating voltage of the energy storage. . Figure 19 also shows that the DC bus 67 may also be connected to a suitable voltage converter, such as converting electrical energy from an off-board power source 310 such as a stationary charging station, to the voltage on the DC bus 67 to allow An AC-DC voltage converter 309 that charges the energy storage independently of the motor generator 3 .
除DC电流往返于能量存储部11的双向流动之外，DC总线67还将高电压DC电流供给到车辆电气消耗件，诸如车灯、无线电及其他典型的12V供电装置，以及到120V的诸如驾驶者睡眠车厢空调和/或制冷机或者烹调表面的AC电流装置。在这两种情况下，适当的电压转换器设置成将DC总线67上的高电压转换成有适当电压的适当DC或者AC电流。在图19所示的实施例中，DC/DC转换器71将额定电压大约为400V的DC电流转换成12V的DC电流，以对一个以上常规的12V电池72充电。因而，车辆的通常的12V负载73按需要设置有12V电力的要求量，而不需要使引擎配备有分离的引擎驱动12V交流发电机，从而进一步在增加整体车辆效率的同时节省了重量和成本。图形21图示诸如DC/DC转换器71的前向DC/DC转换器的已知实施例，其中，通过将FEMG控制信号提供到晶体管驱动电路74以经过DC/DC转换器的变压器77的初级绕组76管理电流流动，FEMG控制模块13控制来自DC总线67的高DC电压到12V输出部75的转换。In addition to the bi-directional flow of DC current to and from the energy storage portion 11, the DC bus 67 also supplies high voltage DC current to vehicle electrical consumers such as lights, radio and other typical 12V supplies, and to 120V electrical appliances such as the driver or sleeping compartment air conditioners and/or refrigerators or AC current installations for cooking surfaces. In both cases, a suitable voltage converter is provided to convert the high voltage on the DC bus 67 into a suitable DC or AC current at a suitable voltage. In the embodiment shown in FIG. 19 , a DC/DC converter 71 converts a DC current rated at approximately 400V to a 12V DC current to charge one or more conventional 12V batteries 72 . Thus, the vehicle's usual 12V loads 73 are provided with the required amount of 12V power as needed without requiring the engine to be equipped with a separate engine driven 12V alternator, further saving weight and cost while increasing overall vehicle efficiency. Graph 21 illustrates a known embodiment of a forward DC/DC converter, such as DC/DC converter 71, wherein the primary Winding 76 manages the current flow and FEMG control module 13 controls the conversion of the high DC voltage from DC bus 67 to 12V output 75 .
双向高电压DC/DC转换器70是所谓的“降压加升压”型的电压转换器，诸如如图22所示的已知电气布置。图23示出，当图22中的电子控制开关S被致动时，输入电压Vin如何以脉冲方式驱动穿过电感器L和电容器C的对应电流振荡，导致了持续输出电压vo，其绕着基准电压<vo>平顺地振荡。The bidirectional high voltage DC/DC converter 70 is a voltage converter of the so-called "buck plus boost" type, such as the known electrical arrangement shown in FIG. 22 . Figure 23 shows how, when the electronically controlled switch S in Figure 22 is actuated, the input voltage Vin drives a corresponding current oscillation through the inductor L and capacitor C in a pulsed manner, resulting in a continuous output voltage vo, which revolves around The reference voltage <vo> oscillates smoothly.
可以通过将几个电子部件集成到电动发电机的外壳中，而满足保持功率逆变器14和电动发电机的三个AC相位线路之间的距离短的期望，如图24所示。在与面对齿轮箱16的一侧相对的电动发电机的一侧，用于三个AC相位78A-78C的导线出现并且连接到电路板84的高电压部分79(图24中，电路板84到虚线左边的部分)。至于AC相位连接的右边，功率逆变器集成到电路板84，而IGBT组80定位在IGBT驱动电路81下。The desire to keep the distance between the power inverter 14 and the three AC phase lines of the motor generator short can be met by integrating several electronic components into the motor generator housing, as shown in FIG. 24 . On the side of the motor-generator opposite the side facing the gearbox 16, the leads for the three AC phases 78A-78C emerge and connect to the high voltage portion 79 of the circuit board 84 (in FIG. to the left of the dotted line). To the right of the AC phase connection, the power inverter is integrated into the circuit board 84 , while the IGBT group 80 is positioned under the IGBT driver circuit 81 .
同样共同定位在电路板84上的是包含抑制电气噪音的电磁干扰(EMI)滤波器和DC电力电容器的部分82，以及FEMGECU的嵌入的微型控制器83。虚线表示从低电压部分86起的高电压部分79的电绝缘体85，其经由电连接件58与FEMG系统的余下部分和车辆部件通信。电动发电机3所产生的或者电动发电机3从能量存储部11接收到的高电压和高电流从电路板84的高电压部分79经由电路板的外表面后面的电路路径(未图示)而传递到高电压连接件59。Also co-located on circuit board 84 is section 82 containing electromagnetic interference (EMI) filters and DC power capacitors to suppress electrical noise, and the embedded microcontroller 83 of the FEMGECU. Dashed lines indicate electrical insulator 85 of high voltage portion 79 from low voltage portion 86 , which communicates with the rest of the FEMG system and vehicle components via electrical connections 58 . The high voltage and high current generated by the motor generator 3 or received by the motor generator 3 from the energy storage unit 11 is transferred from the high voltage portion 79 of the circuit board 84 via a circuit path (not shown) behind the outer surface of the circuit board. Passed to the high voltage connection 59.
这种高程度的电动发电机和电力电子集成的优势有，简化且成本更低的安装，使越过电动发电机和电力电子之间更长距离的连接的电气损耗最小化，以及由电动发电机已有的强制冷却对电力电子提供冷却而不需要额外的专用电子冷却布置的能力。The advantages of this high degree of motor-generator and power electronics integration are simplified and lower cost installation, minimization of electrical losses over longer distances between the motor-generator and power electronics, and Existing forced cooling provides the ability to cool power electronics without the need for additional dedicated electronics cooling arrangements.
FEMG系统能量存储和电池管理控制器实施例。FEMG system energy storage and battery management controller embodiment.
在该实施例中用于能量存储部11的存储电池是基于锂化学的，具体地，为锂离子电池。相较诸如铅酸化学作用的常规电池，锂离子具有几个优势，包括重量更轻，对“快速充电”充电速率的兼容性更好，功率密度高，能量存储和返回效率高，以及循环寿命长。The storage battery used for the energy storage 11 in this embodiment is based on lithium chemistry, in particular a lithium-ion battery. Lithium-ion offers several advantages over conventional batteries such as lead-acid chemistries, including lighter weight, better compatibility with "fast charge" charging rates, high power density, high energy storage and return efficiency, and cycle life long.
能量存储部11尺寸定成能够从电动发电机3接收非常大的电流和将非常大的电流供给到电动发电机3，而曲轴驱动的电动发电机可以产生千瓦级的电功率，当离合器-带轮-阻尼器单元与引擎曲轴脱离时，除要求足够高压的电流以产生100Nm以上的转矩来驱动引擎附件之外，能量存储供电的电动发电机可以要求300峰值安培的高压电流以起动柴油引擎。The energy store 11 is sized to receive and supply very high currents from and to the motor-generator 3, while the crankshaft-driven motor-generator can generate electrical power in the kilowatt range when the clutch-pulley - When the damper unit is disengaged from the engine crankshaft, the energy storage powered motor-generator can require high voltage current of 300 peak amperes to start the diesel engine, in addition to requiring high enough high voltage current to generate a torque of more than 100Nm to drive the engine accessories.
在特大电容器能够处理FEMG系统的峰值电流需求的同时，能量存储部11的电池部分尺寸定成能够提供持续电流放电速率和总能量输出，以满足最需求的电流需求。基于商用车辆操作的经验，在该实施例中，能量存储部11的电池部分尺寸定成确保每小时以等效的58KW良好操作十分钟(对应于只通过电动发电机一定间隔地以其最高速度操作引擎冷却风扇的动力需求，以及并存的空调和气体压缩机的使用)。计算示出了，假定功率逆变器14的操作效率为95％，每小时58KW地放电10分钟将会要求从能量存储部11收回10KWh(千瓦时)的能量。利用400V的系统电压，这种放电量要求能量存储部电池具有近似15Ah(安培时)的存储容量。While the oversized capacitors are capable of handling the peak current demands of the FEMG system, the battery portion of the energy storage section 11 is sized to provide a sustained current discharge rate and total energy output to meet the most demanding current demands. Based on experience with commercial vehicle operation, in this embodiment the battery portion of the energy storage 11 is dimensioned to ensure good operation at an equivalent 58KW for ten minutes per hour (corresponding to the motor generator at its highest speed at intervals only power requirements to operate the engine cooling fan, and the use of concurrent air conditioning and gas compressors). Calculations show that, assuming an operating efficiency of the power inverter 14 of 95%, a discharge of 58KW per hour for 10 minutes would require 10KWh (kilowatt hours) of energy to be withdrawn from the energy storage 11 . With a system voltage of 400V, this amount of discharge would require the energy storage part battery to have a storage capacity of approximately 15 Ah (ampere hours).
除计算最小化的电池容量以满足预期的最大车辆需求之外，能量存储部11的电池部分的设计也考虑了基线操作需要。例如，存在不完全地使能量存储部电池放电的操作期望，既避免遇到能量存储部不能满足紧急车辆需要的情形(诸如当电动发电机被操作为引擎起动装置时不能够起动引擎)，也避免因为放电到电池单元制造商推荐的最低单元操作电压以下(对于3.8V-4.2V锂基电池单元，典型地,不低于1.5-2V/单元)而造成的潜在性的电池单元损坏。因此，本实施例的能量存储部的设计包括最大放电需求不将能量存储部的电池部分放电到容量的50％以下的要求。该要求导致能量存储部11具有30Ah的电池容量。In addition to calculating the minimum battery capacity to meet the expected maximum vehicle demand, the design of the battery portion of the energy storage unit 11 also takes into account the baseline operational needs. For example, there is an operational desire to incompletely discharge the energy storage battery, both to avoid encountering situations where the energy storage cannot meet emergency vehicle needs (such as not being able to start the engine when the motor-generator is operated as an engine starter) Avoid potential cell damage caused by discharging below the minimum cell operating voltage recommended by the cell manufacturer (for 3.8V-4.2V lithium-based cells, typically, not lower than 1.5-2V/cell). Thus, the design of the energy storage of this embodiment includes the requirement that the maximum discharge requirement not discharge the battery portion of the energy storage below 50% of capacity. This requirement results in the energy storage 11 having a battery capacity of 30Ah.
在设计目标为30Ah并且使用每个的单独额定电压为3.8V且以0.3C的放电速率放电容量为33Ah的锂离子电池(这种电池单元重量为0.8Kg(公斤)且矩形尺寸为290mmx216mm x 7.1mm)的情况下，判定所期望的能量存储能力(400V时30Ah)可以通过将4个单独的电池单元串联地包装以产出额定电压为15.2V的33Ah的电池模块，并且然后将这些电池模块串联的连接28以提供电池组而被提供，该电池组在额定电压为15.2V/模块x28模块＝425V(典型地，实际的操作电压等于或低于400V)时容量为33Ah。该电池组重量为近似90Kg(没有外壳)并且体积为近似50公升(liter)，该重量和尺寸容易与商用车辆的底盘轨道一起容纳。In a design target of 30Ah and using lithium-ion batteries each with an individual rated voltage of 3.8V and a discharge capacity of 33Ah at a discharge rate of 0.3C (this battery cell weighs 0.8Kg (kilogram) and has a rectangular size of 290mmx216mm x 7.1 mm), the desired energy storage capacity (30Ah at 400V) can be determined by packaging 4 individual battery cells in series to produce a 33Ah battery module rated at 15.2V, and then combining these battery modules A series connection 28 is provided to provide a battery pack with a capacity of 33 Ah at a nominal voltage of 15.2V/module x 28 modules = 425V (typically, the actual operating voltage is equal to or lower than 400V). The battery pack weighs approximately 90Kg (without the housing) and has a volume of approximately 50 liters, a weight and size that is easily accommodated with the chassis rails of a commercial vehicle.
能量存储部11设置有电池管理系统(BMS)12。BMS控制模块监测电池组的充电状态和温度，处理诸如单元平衡的电池维护任务(监测和调整单独电池或者电池组的充电状态)，并且将电池组状态信息通信到FEMG控制模块13。电池管理系统12可以与FEMG控制模块13一起共同定位或者定位在远离能量存储部11中的电池组的另一位置；然而，与能量存储部11一起安装电池管理系统12容许模块能量存储系统部署和替换。The energy storage section 11 is provided with a battery management system (BMS) 12 . The BMS control module monitors the state of charge and temperature of the battery pack, handles battery maintenance tasks such as cell balancing (monitoring and adjusting the state of charge of individual cells or packs), and communicates pack status information to the FEMG control module 13 . The battery management system 12 may be co-located with the FEMG control module 13 or at another location remote from the battery pack in the energy storage section 11; however, installing the battery management system 12 with the energy storage section 11 allows for modular energy storage system deployment and replace.
关于能量存储部11接收和排放大量高压电流的另一设计考虑是需要冷却。在本实施例中，要求冷却的FEMG部件、能量存储部11、电动发电机3、功率逆变器14、齿轮箱16和离合器-带轮-阻尼器单元19的离合器15之中，电池存储11对于冷却以避免由于超过温度条件而损坏具有最大的需要。锂离子电池的优选温度操作范围是-20℃到55℃。这些温度与操作温度极限比较，操作温度极限对于电动发电机3大约为150℃，对于功率逆变器14为125℃，并且对于齿轮箱16(以及，如果离合器是油浴湿式离合器，则离合器15)为130℃。在该实施例中，通过使所有主要FEMG部件被在齿轮箱中循环的、用于润滑和冷却的油冷却，显著节省了复杂度和成本。如果能量存储部11电池组接收冷却油作为驱散来自油的热量的气体/油散热器下游的第一部件，即，在冷却油再循环并且吸收来自油冷却回路中的其他FEMG组件的热量之前，则这是可能的。该布置确保，在油遇到电动发电机、功率逆变器和齿轮箱温度更高之前，电池组接收在允许电池组保持在55℃以下的温度的冷却油流动。Another design consideration with respect to the energy storage 11 receiving and discharging large amounts of high voltage current is the need for cooling. In this embodiment, among the FEMG components requiring cooling, the energy storage unit 11 , the motor generator 3 , the power inverter 14 , the gearbox 16 and the clutch 15 of the clutch-pulley-damper unit 19 , the battery storage 11 There is a greatest need for cooling to avoid damage due to excessive temperature conditions. The preferred temperature operating range for Li-ion batteries is -20°C to 55°C. These temperatures are compared to the operating temperature limits, which are approximately 150°C for the motor generator 3, 125°C for the power inverter 14, and 125°C for the gearbox 16 (and, if the clutch is an oil bath wet clutch, the clutch 15 ) is 130°C. In this embodiment, significant savings in complexity and cost are achieved by having all major FEMG components cooled by oil circulating in the gearbox for lubrication and cooling. If the energy storage 11 battery pack receives cooling oil as the first component downstream of the gas/oil radiator that dissipates heat from the oil, i.e. before the cooling oil recirculates and absorbs heat from other FEMG components in the oil cooling circuit, Then it is possible. This arrangement ensures that the battery pack receives a flow of cooling oil at a temperature that allows the battery pack to remain below 55°C before the oil encounters the motor generator, power inverter and gearbox at higher temperatures.
FEMG系统能量存储充电状态判定算法实施例。An embodiment of the algorithm for determining the state of charge of the energy storage of the FEMG system.
可以以各种方式判定能量存储部电池的充电状态。图25是在本发明中可使用的已知的电池管理系统充电状态估算控制算法的示例。在第一步骤S101中，电池管理系统12在起始时初始化(“接通”)。步骤S102代表BMS的通过所谓的“库仑计数”方法对电池的充电状态的估算，这里，通过对电池单元和组电压(V，T)和温度采样以建立估算的基线充电水平，并且从此初始点追踪引入到电池组中和从电池组取出的电流量(I)。The state of charge of the energy storage unit battery may be determined in various ways. FIG. 25 is an example of a known battery management system state of charge estimation control algorithm that may be used in the present invention. In a first step S101 , the battery management system 12 is initially initialized (“switched on”). Step S102 represents the estimation of the battery's state of charge by the BMS by the so-called "coulomb counting" method, where the estimated baseline charge level is established by sampling battery cell and pack voltages (V, T) and temperature, and from this initial point The amount of current (I) drawn into and drawn from the battery pack is tracked.
然而，虽然追踪充电状态的该方法具有以相对便宜的技术提供实时、非常准确的电流流动监测的优势，但是，它不提供由于电池单元因为不期望的化学反应而自放电的现象所导致的从电池损失的充电量的可靠指示。因为该现象强烈依赖于温度并且能够导致步骤S102中未被检测到的大体充电损失，所以，在该实施例中，电池管理系统也执行额外的充电状态估算步骤S103，即，所谓的“在环路之前”方法。在该充电状态估算方法中，电池的开路电压被测量，并且该电压与存储电压/充电状态值比较，以提供电池充电水平的估算，其固有地解释了先前的自放电损失。此外，通过与先前存储的信息比较，可以估算自放电的速率，并且根据该自放电速率，可以估算电池的健康状态(即，高的自放电速率指示电池的健康度与新的时比较降低了)。However, while this method of tracking state of charge has the advantage of providing real-time, very accurate monitoring of current flow with a relatively inexpensive technology, it does not provide for the secondary Reliable indication of battery charge lost. Since this phenomenon is strongly temperature dependent and can lead to a substantial loss of charge not detected in step S102, in this embodiment the battery management system also performs an additional state of charge estimation step S103, i.e. the so-called "in-loop before the road" method. In this state of charge estimation method, the open circuit voltage of the battery is measured, and this voltage is compared to the stored voltage/state of charge value to provide an estimate of the battery charge level, which inherently accounts for previous self-discharge losses. In addition, by comparing with previously stored information, the rate of self-discharge can be estimated, and from this self-discharge rate, the state of health of the battery can be estimated (i.e., a high self-discharge rate indicates that the health of the battery has decreased compared to when it was new). ).
“在环路之前”的方法的缺点为，它不能容易地实时使用，因为能量存储部11的电池组被用于按需要接收和排放高压电流以支持进行中的车辆操作。结果，当能量存储部的电池在没有电流被电池组接收或者从电池组排放的状态下时，仅仅施行步骤S103中的基于开压的充电状态和健康状态估算。如果不能进行步骤S103估算，则该电池管理系统例程行进到步骤S104，并且最近的电池充电状态和健康状态的步骤S103估算用于随后的计算。A disadvantage of the "before the loop" approach is that it cannot be readily used in real time, since the battery pack of the energy storage 11 is used to receive and discharge high voltage current as needed to support ongoing vehicle operation. As a result, the state of charge and state of health estimation based on the open voltage in step S103 is only performed when the battery of the energy storage part is in a state where no current is received by or discharged from the battery pack. If the step S103 estimation is not possible, the battery management system routine proceeds to step S104, and the step S103 estimation of the most recent battery state of charge and state of health is used for subsequent calculations.
基于单元和组电压、温度、来自步骤S102的电流输入和输出以及解释自放电作用的最近的步骤S103校正因素，在步骤S104中，电池管理系统计算对于FEMG系统内的能量存储部11的操作可用的适当的充电和放电功率极限，并且执行单元平衡算法以辨识要求充电均等的电池单元并且施加适当的选择性的单元充电和/或放电，以使4单元模块内和28个模块之间的单元电压均等。当锂离子电池在使用时，单元平衡特别重要，因为这样的单元可以以彼此不同的速率老化和自放电。结果，随时间变化，单独的电池单元可以发展出接受电荷的不同能力，即，可能导致模块中(或者不同模块之间)的一个以上的单元过度充电而其他充电不足的情况。在任一情况下，明显过度充电或者充电不足的电池可能会受到不可挽回的损坏。Based on the cell and pack voltages, temperature, current input and output from step S102 and the most recent step S103 correction factor accounting for the effect of self-discharge, in step S104 the battery management system calculates the available appropriate charge and discharge power limits, and execute a cell balancing algorithm to identify cells requiring equal charge and apply appropriate selective cell charge and/or discharge to allow cells within 4-cell modules and between 28-module The voltage is equalized. Cell balancing is especially important when lithium-ion batteries are in use, since such cells can age and self-discharge at different rates from each other. As a result, over time, individual cells may develop different capabilities to accept charge, ie, a situation may result in overcharging more than one cell in a module (or between different modules) while others are undercharging. In either case, a significantly overcharged or undercharged battery may be irreparably damaged.
在步骤S105中，电池管理系统12将电池组状态信息通信到FEMG控制模块13，包括关于对于电池的当前充电状态所要求的功率极限和温度的信息。与步骤S106中并行地，电池单元数据存储在储存器中，用于将来的单元监控迭代。一旦电池组状态判定和单元平衡例程完成，控制返回到充电估算控制环路的开始，使得自放电速率数据在环路开始时可用，以在随后步骤中使用。In step S105, the battery management system 12 communicates battery pack status information to the FEMG control module 13, including information on the required power limit and temperature for the battery's current state of charge. In parallel to step S106, the battery cell data is stored in memory for future iterations of cell monitoring. Once the pack state determination and cell balancing routines are complete, control returns to the beginning of the charge estimation control loop so that the self-discharge rate data is available at the beginning of the loop for use in subsequent steps.
FEMG系统操作模式和控制算法实施例。FEMG system operating mode and control algorithm embodiment.
在该实施例中，FEMG系统在几个模式下操作，包括发电机模式、马达模式、空闲模式、关闭模式和停止/起动模式。选择用于当前操作条件的模式至少部分地基于能量存储部11的当前充电状态，其中，FEMG控制模块13被编程为，基于从电池管理系统12接收到的数据而识别最小充电水平，在该实施例中，最小充电水平为充电容量的20％，中间充电水平为40％，最大充电水平为80％(该水平被选择以确保能量存储部免受电池过度充电，特别是在单个电池单元自放电已生成单元不平衡状况的情况下)。In this embodiment, the FEMG system operates in several modes, including generator mode, motor mode, idle mode, off mode, and stop/start mode. The mode selected for the current operating condition is based at least in part on the current state of charge of the energy storage unit 11, wherein the FEMG control module 13 is programmed to identify a minimum charge level based on data received from the battery management system 12, in this implementation In the example, the minimum charge level is 20% of the charge capacity, the intermediate charge level is 40%, and the maximum charge level is 80% (this level is chosen to ensure that the energy storage part is protected from overcharging the battery, especially when individual cells self-discharge In the case of an unbalanced condition of the cell has been generated).
在发电机模式中，每当能量存储充电状态在最小充电水平以下时，则离合器15被接合并且电动发电机3被驱动以产生用于存储的电能，并且离合器将会保持接合直到达到中间充电状态水平为止。一旦达到中间充电状态水平，则FEMG控制模块13按需要在发电机、马达、空闲和关闭模式之间切换。例如，如果电动发电机3在离合器15脱离的情况下操作以驱动引擎附件，则当制动、减速或者负转矩情况出现时(只要能量存储部11充电状态保持在最大充电状态水平以下)，FEMG控制模块指令切换到发电机模式并且接合离合器15以对能量存储部11充电。In generator mode, whenever the energy storage state of charge is below the minimum charge level, the clutch 15 is engaged and the motor generator 3 is driven to generate electrical energy for storage, and the clutch will remain engaged until an intermediate state of charge is reached until level. Once the intermediate state of charge level is reached, the FEMG control module 13 switches between generator, motor, idle and off modes as desired. For example, if the motor-generator 3 is operated with the clutch 15 disengaged to drive the engine accessories, when braking, deceleration, or negative torque conditions occur (as long as the energy storage 11 state of charge remains below the maximum state of charge level), The FEMG control module commands a switch to generator mode and engages the clutch 15 to charge the energy storage 11 .
当在离合器15脱离的马达模式下时，为了提供无限可变的速度控制，FEMG控制模块13调节被逆变器14输送到电动发电机3的电流的幅度和频率。该能力容许电动发电机3以驱动带轮5的方式操作，于是引擎附件被带轮5以满足当前操作条件的需求的速度和转矩输出水平驱动，而没有由于以不必要的高的速度和转矩输出水平操作而造成的能量浪费。FEMG系统对电动发电机3的可变输出控制具有额外的益处，其使必须从能量存储部11输送的存储电能量的量最小化，减小了能量存储充电需要并且延长了在达到最小充电状态之前能量存储部11可以供给高压电流的时间长度。To provide infinitely variable speed control when in motor mode with clutch 15 disengaged, FEMG control module 13 regulates the magnitude and frequency of the current delivered by inverter 14 to motor-generator 3 . This capability allows the motor-generator 3 to be operated in a manner that drives the pulley 5 so that the engine accessories are driven by the pulley 5 at a speed and torque output level that meets the demands of the current operating conditions without being driven by unnecessarily high speeds and torques. Energy waste due to torque output level operation. The variable output control of the motor generator 3 by the FEMG system has the added benefit of minimizing the amount of stored electrical energy that must be delivered from the energy storage 11, reducing energy storage charging needs and prolonging the time it takes to reach the minimum state of charge. The length of time before which the energy storage unit 11 can supply the high-voltage current.
如果能量存储部11中的充电水平在最小水平以上，没有制动、减速或者负转矩条件存在，并且引擎附件不需求来自电动发电机3的转矩，FEMG控制模块13触发空闲模式，其中，离合器-带轮-阻尼器19的离合器15脱离，并且电动发电机“关闭”，即，不被操作以产生用于存储的电能或者产生用于驱动引擎附件的转矩。If the charge level in the energy storage unit 11 is above a minimum level, no braking, deceleration or negative torque conditions exist, and the engine accessories are not demanding torque from the motor generator 3, the FEMG control module 13 triggers an idle mode, wherein, The clutch 15 of the clutch-pulley-damper 19 is disengaged and the motor-generator is "off", ie not operated to generate electrical energy for storage or torque for driving the engine accessories.
在发电机、马达或者关闭模式中的任一模式下，如果引擎要求来自电动发电机的转矩输出协助，FEMG控制模块可以指令离合器15接合，并且同时指令电能从能量存储部11供给到电动发电机以转化成要被传送到引擎曲轴的补充转矩。In any of the generator, motor, or off modes, if the engine requests torque output assistance from the motor-generator, the FEMG control module can command the clutch 15 to engage and at the same time command the supply of electrical energy from the energy storage 11 to the motor-generator engine to be converted into supplemental torque to be transmitted to the engine crankshaft.
FEMG控制模块额外地被编程为，防止不想要的能量存储部11的过度放电。例如，在该实施例中，当引擎冷却风扇7的转矩和速度需求在其设计最大需求的90％以上时，离合器-带轮-阻尼器19的离合器15被接合以从引擎曲轴机械地驱动引擎冷却风扇7(并且因此也驱动其他接合的引擎附件)。这容许电动发电机3在空闲或者发电机模式下操作，以便避免潜在性地损坏能量存储部11的深度放电，以及避免存储能量不足以支持引擎关闭负载(例如，在引擎关闭休息时段期间引擎起动或者睡眠车厢支持)的充电状态条件。The FEMG control module is additionally programmed to prevent unwanted over-discharging of the energy storage 11 . For example, in this embodiment, when the torque and speed demand of the engine cooling fan 7 is above 90% of its design maximum demand, the clutch 15 of the clutch-pulley-damper 19 is engaged to drive mechanically from the engine crankshaft The engine cooling fan 7 (and thus also drives other engaged engine accessories). This allows the motor generator 3 to operate in idle or generator mode in order to avoid deep discharges that could potentially damage the energy storage 11, and to avoid insufficient stored energy to support engine off loads (e.g., engine start during engine off break periods). or sleep compartment support) state of charge condition.
额外的操作模式是起动模式，用于初始起动冷引擎和启停功能(即，在停止和在行驶恢复时重新起动之后使引擎关机)。在该实施例中，启停功能受FEMG控制模块13控制。当适当的条件存在时(如，能量存储部11充电状态在用于引擎起动的最小阈值以上，足够时段内车辆速度为0，变速器为空挡或者变速器离合器脱离，车门闭合等)，FEMG控制模块给引擎控制模块发信号以使引擎关机，从而使燃料消耗和不期望的引擎怠速噪音最小化。当车辆要恢复运动时，如诸如制动踏板释放的信号或者变速器离合器的操作所指示的，FEMG控制模块13指令离合器15的接合并且能量从能量存储部11供给以操作电动发电机3从而产出用于引擎起动的大量转矩。在引擎关闭时段期间是否没有引擎附件操作需求的情况下(在该情况下，不会有带轮-曲轴速度匹配的需要，因为离合器的两侧会都为0速度)，引擎起动转矩的输送从为0的电动发电机初始旋转速度起出现。替换性地，如果在引擎关机时段期间电动发电机3已经驱动带轮5以给引擎附件供以动力，则当离合器15被接合时，电动发电机3会被指令为减缓到离合器损坏会出现时的旋转速度以下。在爪形离合器的情况下，这可能是为0速度或者附近，而湿式多片离合器会更好地兼容离合器的带轮侧和静止曲轴侧之间的一些相对运动。An additional mode of operation is a cranking mode for initially starting a cold engine and a stop-start function (ie shutting down the engine after a stop and restarting when driving resumes). In this embodiment, the start-stop function is controlled by the FEMG control module 13 . When appropriate conditions exist (e.g., energy storage unit 11 state of charge above a minimum threshold for engine starting, vehicle speed is zero for a sufficient period of time, transmission is in neutral or transmission clutch is disengaged, vehicle doors are closed, etc.), the FEMG control module gives The engine control module signals the engine to shut down to minimize fuel consumption and undesired engine idling noise. When the vehicle is to return to motion, as indicated by a signal such as brake pedal release or operation of the transmission clutch, the FEMG control module 13 commands engagement of the clutch 15 and energy is supplied from the energy storage 11 to operate the motor-generator 3 to produce Lots of torque for engine starting. Delivery of engine cranking torque if there is no demand for engine accessory operation during the engine off period (in which case there would be no need for pulley-to-crankshaft speed matching since both sides of the clutch would be at 0 speed) Appears from an initial motor generator rotational speed of 0. Alternatively, if the motor-generator 3 was already driving the pulley 5 to power the engine accessories during the engine off period, when the clutch 15 was engaged, the motor-generator 3 would be commanded to slow down until clutch damage would occur below the rotation speed. In the case of a dog clutch, this might be 0 speed or thereabouts, while a wet multiplate clutch would be better able to accommodate some relative motion between the pulley side of the clutch and the stationary crankshaft side.
FEMG系统进一步可以存储足够能量以容许动态热发生器操作以在冷起动之前预热冷式引擎，显著地减少了在冷起动期间冷式引擎会对电动发电机带来的阻力。通过减小电动发电机被设计成提供的超出车辆预期操作条件的峰值冷起动转矩需求，动态热发生器的使用也造成电动发电机的尺寸、重量和成本减少的可能性。The FEMG system can further store enough energy to allow dynamic heat generator operation to preheat a cold engine prior to a cold start, significantly reducing drag on the motor generator from the cold engine during a cold start. The use of a dynamic thermal generator also results in the potential for reduced size, weight and cost of the motor-generator by reducing the peak cold cranking torque demand that the motor-generator is designed to provide beyond the expected operating conditions of the vehicle.
电动发电机被设计成提供的超出车辆预期操作条件的峰值冷起动转矩需求也可以通过其他协助装置减少。例如，如果引擎起动转矩通过由车辆的压缩气体存储供以动力的气动起动器马达补充，则马达电动发电机的尺寸可以减小。气动起动器马达的尺寸可以被最小化，以确保它可以与FEMG部件一起定位在引擎前部，因为气动起动器马达的尺寸不需要被定成能够通过自己起动引擎。相比于保持常规的电动引擎起动器马达以旋转引擎飞轮的选项，这种冷起动协助成本会更低并且重量更低，并且对能够通过FEMG系统获得的系统能量效率改进具有可以忽略的影响。The peak cold cranking torque demand that the motor generator is designed to provide beyond the expected operating conditions of the vehicle can also be reduced by other assisting devices. For example, if engine cranking torque is supplemented by an air starter motor powered from the vehicle's compressed gas storage, the size of the motor-motor generator can be reduced. The size of the air starter motor can be minimized to ensure that it can be positioned at the front of the engine with the FEMG components, as the air starter motor does not need to be sized to be able to start the engine by itself. Compared to the option of maintaining a conventional electric engine starter motor to spin the engine flywheel, this cold start assistance would be less costly and lighter, and would have a negligible impact on the system energy efficiency improvements that can be obtained with the FEMG system.
FEMG系统引擎附件操作速度和电动发电机操作速度判定算法。FEMG system engine accessory operating speed and motor generator operating speed determination algorithm.
在图26和27的流程图的协助下，说明FEMG系统控制策略的实施例，接下来是该策略的根本基础的简要讨论。With the aid of the flowcharts of Figures 26 and 27, an embodiment of a FEMG system control strategy is illustrated, followed by a brief discussion of the underlying foundations of the strategy.
作为通用情况，更高的燃料节省可以通过使引擎附件及其他部件被电动驱动的时间量最大化而获得，而不是通过传统上提供的引擎机械动力。改进电能部署的控制策略是获得这些改进的重要部分。本发明的方法是在使驱动附件所要求的电动机械的数目最小化的同时，使可以被电动驱动的部件的数目最大化。因而，在本发明中，单个电动马达(诸如电动发电机3)提供机械转矩输出和电能产生两者，而不是为车辆的大部分或全部动力需求部件提供他们自己的电动马达。这种单个电动发电机方法与控制策略相结合，该控制策略确保最多需求的或者最高优先级的引擎附件或者其他部件的需要被满足，而同时，通过将其操作适配到已经设定成满足最大需求的条件实际程度，而使其他附件或部件的低效操作最小化。在下面讨论的控制策略中，单独引擎附件设置有离合器，其依据附件，容许它们被选择性地关闭，以由具有最大需求或者最高优先级的附件规定的速度被驱动，或者以使用可变接合的离合器减小的速度被驱动。As a general rule, higher fuel savings can be obtained by maximizing the amount of time that engine accessories and other components are driven electrically rather than by traditionally providing mechanical power to the engine. Improving control strategies for power deployment is an important part of achieving these improvements. The approach of the present invention is to maximize the number of components that can be electrically driven while minimizing the number of electromechanical machines required to drive the accessory. Thus, in the present invention, a single electric motor (such as motor generator 3 ) provides both mechanical torque output and electrical energy generation, rather than providing most or all of the power demanding components of the vehicle with their own electric motors. This single motor-generator approach is combined with a control strategy that ensures that the needs of the most demanding or highest priority engine accessories or other components are met, while at the same time, by adapting their operation to those already set to meet The actual extent of the condition for maximum demand while minimizing inefficient operation of other attachments or components. In the control strategy discussed below, the individual engine accessories are provided with clutches that allow them to be selectively closed, depending on the accessory, being driven at a speed dictated by the accessory with the greatest demand or highest priority, or using variable engagement The clutch reduces the speed being driven.
当引擎附件通过引擎曲轴被驱动时，即，当离合器15被接合时，每个引擎附件在对应于这些附件会如何在没有FEMG系统的常规引擎应用中操作的“基线”或者“原始”控制策略(OCS)下被机械地驱动。在这种策略中，具有单独离合器的附件根据它们的单独基线控制机制而被操作，而它们的离合器以与非混合动力内燃引擎应用中相同的方式被完全地接合、部分地接合或脱离。When the engine accessories are driven by the engine crankshaft, i.e., when the clutch 15 is engaged, each engine accessory is in a "baseline" or "raw" control strategy corresponding to how these accessories would operate in a conventional engine application without the FEMG system (OCS) is driven mechanically. In this strategy, accessories with individual clutches are operated according to their individual baseline control schemes, while their clutches are fully engaged, partially engaged or disengaged in the same manner as in non-hybrid internal combustion engine applications.
相比之下，当离合器-带轮-阻尼器单元离合器15脱离并且引擎附件开始通过使用来自能量存储部11的能量的电动发电机3供以动力时，FEMG控制模块可变地控制带轮5的速度，于是引擎附件驱动带以满足当前车辆需要的方式驱动带，而没有提供比当前操作条件下要求的附件驱动转矩多的附件驱动转矩。在这种可变速度控制(VSC)策略下，FEMG控制模块13使用存储的关于单独引擎附件的操作特性的数据，以用进一步使在马达模式下驱动电动发电机3所要求的电能量最小化的方式同时地控制各种附件(FEMG控制模块13可以直接控制附件，或者发布信号到诸如引擎控制模块的其他模块，以指令执行期望的附件操作)。另外，尽管对于每个附件已经绘制了最有效或者期望的操作速度，但是，因为电动发电机3以一个带速度驱动同一带上的所有引擎附件，所以，当一个附件以其最优速度操作时，其他附件可能以非最优的操作点操作。因此，FEMG控制模块13将每个附件的优选操作速度与当被电动发电机3以足以满足最大附件需求的速度驱动时它们的速度比较，并且判定附件的单独离合器是否可以被致动以产出更接近于单独附件的优选操作速度的单独附件速度。如果可能，则FEMG控制模块将取代通常的附件离合器控制策略并且按需要激活附件离合器以输送提供改进的效率的单独附件速度。In contrast, the FEMG control module variably controls the pulley 5 when the clutch-pulley-damper unit clutch 15 is disengaged and the engine accessories begin to be powered by the motor-generator 3 using energy from the energy storage 11 speed, the engine accessories drive the belt in a manner that meets current vehicle needs without providing more accessory drive torque than is required under current operating conditions. Under this variable speed control (VSC) strategy, the FEMG control module 13 uses stored data on the operating characteristics of the individual engine accessories to further minimize the electrical energy required to drive the motor generator 3 in motor mode (FEMG control module 13 may control the accessories directly, or issue signals to other modules, such as the engine control module, to instruct desired accessory operations). Additionally, although the most efficient or desired operating speeds have been plotted for each accessory, since the motor generator 3 drives all engine accessories on the same belt at one belt speed, when an accessory is operating at its optimum speed , other accessories may operate at non-optimal operating points. Accordingly, the FEMG control module 13 compares the preferred operating speed of each accessory to their speed when driven by the motor-generator 3 at a speed sufficient to meet the maximum accessory demand, and determines whether the individual clutches of the accessories can be actuated to produce An individual accessory speed that is closer to the preferred operating speed of the individual accessory. If possible, the FEMG control module will override the normal accessory clutch control strategy and activate accessory clutches as needed to deliver individual accessory speeds that provide improved efficiency.
选择适当的引擎附件速度开始于对于当前操作条件确定每个附件的期望的理想操作速度，使用诸如图26所示的控制逻辑。Selecting the appropriate engine accessory speeds begins with determining the desired desired operating speed for each accessory for the current operating conditions, using control logic such as that shown in FIG. 26 .
一旦起动附件速度判定算法，在步骤S201中，FEMG控制模块13从其储存器201检索关于从车辆的传感器及其他控制器获得的当前车辆操作条件的数据，并且判定当前操作条件，大部分的该数据根据SAE J1939网络协议经由CAN总线被提供到FEMG控制模块13。该操作是在步骤S202中判定当前操作条件是否要求操作特定附件，诸如引擎冷却风扇。如果附件被开启，则例程行进到步骤S203，以判定附件是否经由单独的附件多速度离合器而联接到附件驱动部。Once the accessory speed determination algorithm is started, in step S201, the FEMG control module 13 retrieves from its memory 201 data on the current vehicle operating conditions obtained from the vehicle's sensors and other controllers, and determines the current operating conditions, most of which are Data is provided to the FEMG control module 13 via the CAN bus according to the SAE J1939 network protocol. The operation is to determine in step S202 whether the current operating condition requires operation of a specific accessory, such as an engine cooling fan. If the accessory is turned on, the routine proceeds to step S203 to determine whether the accessory is coupled to the accessory drive via a separate accessory multi-speed clutch.
如果在步骤S203中，FEMG控制模块13判定有这种附件离合器，则例程行进到步骤S204，用于确定对于判定的操作条件期望的附件操作速度会是什么。在施行步骤S204的过程中，FEMG控制模块13访问例如以查阅表、特性曲线或者数学函数形式的信息202，根据该信息202，可以探知附件在当前操作条件下有效操作的附件操作速度。在步骤S205中，当其离合器被完全地接合时，FEMG控制模块13将确定的期望附件操作速度与附件的速度比较，并且调节附件离合器以设定适当的对应离合器操作状态(如，在可变滑动离合器中的离合器滑动程度，或者有诸如3个速度的离合器的多个离散速度的离合器中的特定减速比)。在根据情况适当调节附件离合器之后，在步骤S207中，FEMG控制模块13核查以查看FEMG系统马达模式是否已结束(即，判定电动发电机3是否继续经由带轮5驱动附件驱动部)。如果系统还在马达模式下操作，则控制返回到附件速度判定处理的起点以鉴于进行中的操作条件而继续评估附件速度需要。如果在步骤S207中马达模式被判定为结束了，则图26例程结束。If in step S203 the FEMG control module 13 determines that there is such an accessory clutch, the routine proceeds to step S204 for determining what the desired accessory operating speed would be for the determined operating condition. During the execution of step S204, the FEMG control module 13 accesses information 202, for example in the form of look-up tables, characteristic curves or mathematical functions, from which it is possible to ascertain the operating speed of the accessory for effective operation under the current operating conditions. In step S205, the FEMG control module 13 compares the determined desired accessory operating speed with the accessory's speed when its clutch is fully engaged, and adjusts the accessory clutch to set the appropriate corresponding clutch operating state (eg, in variable The degree of clutch slip in a slipping clutch, or a specific reduction ratio in a clutch with multiple discrete speeds such as a 3-speed clutch). After adjusting the accessory clutch as appropriate, in step S207 the FEMG control module 13 checks to see if the FEMG system motor mode has ended (ie, determines if the motor-generator 3 continues to drive the accessory drive via the pulley 5). If the system is still operating in motor mode, control returns to the start of the accessory speed determination process to continue evaluating accessory speed requirements in view of ongoing operating conditions. If it is determined in step S207 that the motor mode has ended, the routine of FIG. 26 ends.
如果在步骤S203中，FEMG控制模块13判定没有多速度附件离合器(即，附件速度不能相对于引擎速度而被调节)，则例程直接行进到步骤S206以指令附件的离合器将附件完全地联接到附件驱动部。然后控制转变到步骤S207，其中，施行上述马达模式评估。If in step S203, the FEMG control module 13 determines that there is no multi-speed accessory clutch (i.e., the accessory speed cannot be adjusted relative to the engine speed), the routine proceeds directly to step S206 to command the clutch of the accessory to fully couple the accessory to the Accessory drive unit. Control then transfers to step S207, where the motor mode evaluation described above is performed.
图26算法是图27所示的本实施例的整体引擎附件控制策略的组成部分。在FEMG系统算法开始时，在步骤S301中，FEMG控制模块13从其储存器201检索从电池管理系统12接收到的数据，以判定能量存储部11的充电状态。接下来，在步骤S302中，FEMG控制模块13从储存器201检索从车辆的传感器及其他控制器获得的关于当前车辆操作条件的数据，以判定引擎操作的当前操作条件(在该实施例中，步骤S302中的评估提供图26附件速度判定算法的步骤S201中所要求的信息，因而下面不需要在步骤S322中重复)。The algorithm of FIG. 26 is an integral part of the overall engine accessory control strategy of the present embodiment shown in FIG. 27 . At the start of the FEMG system algorithm, in step S301 , the FEMG control module 13 retrieves from its memory 201 the data received from the battery management system 12 to determine the state of charge of the energy storage unit 11 . Next, in step S302, the FEMG control module 13 retrieves from the storage 201 data about the current vehicle operating conditions obtained from the vehicle's sensors and other controllers to determine the current operating conditions of the engine operation (in this embodiment, The evaluation in step S302 provides the information required in step S201 of the accessory speed determination algorithm of FIG. 26, and thus need not be repeated in step S322 below).
在判定当前操作条件之后，FEMG控制模块13判定FEMG系统应当操作的模式并且由此指令离合器-带轮-阻尼器单元19的离合器15的接合或者脱离(步骤S303)。如果离合器15要在带轮5联接到阻尼器6(于是到引擎曲轴)的接合状态下，则可以通过FEMG控制模块13或者另一附件控制模块施行利用引擎驱动带轮5附件要如何被操作的判定。在图27中，在步骤S311，FEMG控制模块13将引擎附件离合器的控制传递到车辆的引擎控制模块(ECM)，其可以以可与原始控制策略(OCS)比较的方式确引擎附件速度。在步骤S311中附件控制手动关闭之后，处理在步骤S312结束。After determining the current operating conditions, the FEMG control module 13 determines the mode in which the FEMG system should operate and thereby commands engagement or disengagement of the clutch 15 of the clutch-pulley-damper unit 19 (step S303). How the accessory is to be operated with the engine driving the pulley 5 can be enforced by the FEMG control module 13 or another accessory control module if the clutch 15 is to be engaged with the pulley 5 coupled to the damper 6 (and thus to the engine crankshaft) determination. In FIG. 27, at step S311, the FEMG control module 13 transfers the control of the engine accessory clutch to the engine control module (ECM) of the vehicle, which can determine the engine accessory speed in a manner comparable to the original control strategy (OCS). After the accessory control is manually turned off in step S311, the process ends in step S312.
如果在步骤S303判定为电动发电机3要电驱动附件(即，“离合器-带轮-阻尼器单元19的离合器15在带轮5与阻尼器6断开联接并且于是与曲轴断开联接的脱离状态下”的“马达模式”)，则在该实施例中，使用变速控制(VSC)策略而控制电动发电机3。If it is determined in step S303 that the motor generator 3 is to electrically drive the accessories (that is, the clutch 15 of the clutch-pulley-damper unit 19 is disengaged when the pulley 5 is disconnected from the damper 6 and thus disconnected from the crankshaft "Motor Mode" in "state"), then in this embodiment, the motor generator 3 is controlled using a variable speed control (VSC) strategy.
这里，通过考虑关于所有附件的特性和步骤S321中评估的变量的信息，通过在步骤S322中首先针对每个附件确定优选的附件操作速度，来实施VSC策略。Here, the VSC strategy is implemented by first determining a preferred accessory operating speed for each accessory in step S322 by taking into account information about the characteristics of all accessories and the variables evaluated in step S321.
在步骤S323中，FEMG控制模块13判定是否可以被电动发电机3驱动的至少一个附件是“开启”的，即，在其要被电动发电机3经由带轮5驱动的状态下。如果在当前条件下没有附件操作需求，则控制返回到步骤S303。In step S323 , the FEMG control module 13 determines whether at least one accessory that can be driven by the motor-generator 3 is “on”, ie, in its state to be driven by the motor-generator 3 via the pulley 5 . If there is no accessory operation demand under the current conditions, control returns to step S303.
如果在步骤S323中判定为至少有一个附件在“开启”状态，则在步骤S324中FEMG控制算法判定是否一个以上的附件需要被电动发电机3驱动(即，一个以上的附件是“开启”的)。如果仅有单个附件有转矩需求，则控制处理进行仅着重于该“开启”的一个附件的操作的子例程。因而，在步骤S325中，计算以其优选操作速度驱动单个附件所需要的电动发电机速度，在步骤S326中，指令附件的单独驱动离合器完全地接合，并且在步骤S327中，指令电动发电机3以步骤S325中确定的速度操作。因为在该实施例中电动发电机的速度被可变地控制，所以，带轮速度5可以被准确地设定在驱动最高需求的引擎附件所要求的水平。然后控制返回到控制算法开始时。If it is determined in step S323 that at least one accessory is in the "on" state, then in step S324 the FEMG control algorithm determines whether more than one accessory needs to be driven by the motor generator 3 (i.e., more than one accessory is "on" ). If only a single accessory has a torque request, the control process proceeds to a subroutine that focuses on the operation of only the one accessory that is "on". Thus, in step S325, the motor-generator speed required to drive a single accessory at its preferred operating speed is calculated, in step S326, the individual drive clutch of the accessory is commanded to fully engage, and in step S327, the motor-generator 3 Operates at the speed determined in step S325. Because the speed of the motor generator is variably controlled in this embodiment, the pulley speed 5 can be set exactly at the level required to drive the most demanding engine accessories. Control then returns to when the control algorithm began.
如果在步骤S324中判定为一个以上的附件需要被电动发电机3驱动，则根据VSC策略，在步骤S328中，FEMG控制模块13针对每个附件确定以其单独的优选附件操作速度驱动附件会需要什么样的电动发电机速度。然后在步骤S329中，比较计算速度以辨识来自“开启”附件的最高的电动发电机速度需求。然后在步骤S330中，FEMG控制模块13指令需要最高电动发电机速度的附件的单独离合器完全地接合，在步骤S331中，指令电动发电机3操作所需要的最高电动发电机速度。作为VSC策略的一部分，在步骤S332中，FEMG控制模块控制剩下的配备有单独离合器的“开启”附件的单独附件离合器的操作，以将这些附件的操作适配成步骤S329中设定的所需要的最高电动发电机速度。例如，因为设定的电动发电机速度(服务需要最高电动发电机速度的附件所需要的速度)比剩下的附件以其优选速度操作所需要的速度高，所以，如果附件配备有可以部分接合(如，“滑动”)的单独离合器，则可以指令该离合器允许充足的滑动以让其附件的速度更接近于其优选操作速度(如步骤S322中所确定的)。然后控制返回到控制算法开始时。If it is determined in step S324 that more than one accessory needs to be driven by the motor generator 3, then in step S328 the FEMG control module 13 determines for each accessory that driving the accessory at its individual preferred accessory operating speed would require What kind of motor generator speed. Then in step S329, the calculated speeds are compared to identify the highest motor-generator speed demand from the "on" accessories. Then in step S330 the FEMG control module 13 commands the full engagement of the individual clutch of the accessory requiring the highest motor-generator speed and in step S331 commands the highest motor-generator speed required for the motor-generator 3 to operate. As part of the VSC strategy, in step S332, the FEMG control module controls the operation of the remaining individual accessory clutches of the "on" accessories equipped with individual clutches to adapt the operation of these accessories to the desired values set in step S329. The highest motor-generator speed required. For example, because the set motor-generator speed (the speed required to service the accessory requiring the highest motor-generator speed) is higher than the speed required for the remaining accessories to operate at their preferred speeds, if the accessories are equipped with (eg, "slipping"), the clutch may be commanded to allow sufficient slip to bring the speed of its accessory closer to its preferred operating speed (as determined in step S322). Control then returns to when the control algorithm began.
下面提供针对带有从曲轴带轮、引擎冷却风扇、空调压缩机和气体压缩机驱动的三个附件的车辆的情况而执行上述方法的示例。An example of performing the method described above is provided below for the case of a vehicle with three accessories driven from a crank pulley, an engine cooling fan, an air conditioner compressor, and a gas compressor.
在此示例中，引擎冷却风扇配备有带有诸如三种速度或者可变速度离合器的多种速度能力的风扇离合器(如，粘性风扇离合器)。空调和气体压缩机具有仅有接合和脱离状态的单独的“开闭”离合器。FEMG控制模块13控制每个附件离合器的操作状态。每个附件的最终速度是带轮驱动比、电动发电机速度和附件离合器的性质(即，“开闭”，可变滑动或者多个减速比级)的函数。In this example, the engine cooling fan is equipped with a fan clutch (eg, a viscous fan clutch) with multiple speed capabilities, such as a three speed or variable speed clutch. Air conditioners and gas compressors have separate "on and off" clutches with only engaged and disengaged states. The FEMG control module 13 controls the operating state of each accessory clutch. The final speed of each accessory is a function of the pulley drive ratio, the motor-generator speed and the nature of the accessory clutch (ie, "open and closed", variable slip or multiple reduction ratio stages).
在该简化示例中，对于给定的一组车辆操作条件，每个附件的优选操作点以及获取优选操作点的对应电动发电机速度为：引擎冷却风扇以1050rpm操作(该风扇转速要求电动发电机速度1050rpm/风扇带轮和带轮5之间的比率1.1，再倍乘齿轮箱减速比2：1＝1909rpm)；空调压缩机以1100rpm操作(对应于1294rpm的电动发电机速度)；以及气体压缩机以2000rpm操作(对应于2667rpm的电动发电机速度)。In this simplified example, for a given set of vehicle operating conditions, the preferred operating point for each accessory and the corresponding motor-generator speed to obtain the preferred operating point is: The engine cooling fan operates at 1050 rpm (the fan speed that requires the motor-generator Speed 1050rpm/ratio between fan pulley and pulley 5 1.1, multiplied by gearbox reduction ratio 2: 1 = 1909rpm); A/C compressor operating at 1100rpm (corresponding to motor generator speed of 1294rpm); and gas compression The engine was operated at 2000 rpm (corresponding to a motor generator speed of 2667 rpm).
如果FEMG控制模块13判定气体压缩机的操作在给定条件下(例如，当存储的压缩气体量接近对于气动制动操作是最小的安全水平时)是优先级最高的，则FEMG控制模块13将指令电动发电机3以支持气体压缩机的2000rpm速度要求所要求的2667rpm运转。然而，该电动发电机速度大体比引擎冷却风扇或者空调压缩机所要求的速度高(在2667rpm的电动发电机速度时，引擎冷却风扇速度和空调压缩机速度会分别是1467rpm及2267rpm)。访问了引擎附件操作曲线并且依据其他附件离合器的性质，FEMG控制模块13然后可以调整离合器的接合以更接近于其优选操作速度地操作其他附件。例如，如果风扇配备有可变滑动离合器，则FEMG控制模块可以指令风扇离合器滑动量以提供1100rpm的优选引擎冷却风扇速度。类似地，虽然空调压缩机可以仅具有“开/闭”离合器并且因而当其离合器被接合时会以1467rpm(而不是1050rpm的优选速度)被驱动，但是，FEMG控制模块可以控制空调压缩机的“开/闭”离合器的操作以将空调压缩机的占空比减小到当前空调需求可以通过仅以1467rpm周期性地操作空调而满足的点。该方法给FEMG控制模块提供在减少通过以比必要的速度更高的速度或者以不必要的高占空比(如，100％)驱动其他附件所造成的能量浪费的同时满足当前最多需求的引擎附件的需要的能力。If the FEMG control module 13 determines that the operation of the gas compressor is the highest priority under given conditions (e.g., when the amount of compressed gas stored is approaching a minimum safe level for pneumatic brake operation), the FEMG control module 13 will The motor generator 3 is commanded to run at the 2667 rpm required to support the gas compressor's 2000 rpm speed requirement. However, the motor generator speed is generally higher than required by the engine cooling fan or A/C compressor (at a motor generator speed of 2667 rpm, the engine cooling fan speed and A/C compressor speed would be 1467 rpm and 2267 rpm, respectively). Having access to the engine accessory operating profile and depending on the properties of the other accessory clutch, the FEMG control module 13 can then adjust the engagement of the clutch to operate the other accessory closer to its preferred operating speed. For example, if the fan is equipped with a variable slip clutch, the FEMG control module may command the amount of fan clutch slip to provide a preferred engine cooling fan speed of 1100 rpm. Similarly, although the A/C compressor may only have an "on/off" clutch and thus be driven at 1467 rpm (instead of the preferred speed of 1050 rpm) when its clutch is engaged, the FEMG control module may control the " Operation of the "on/off" clutch to reduce the duty cycle of the air conditioner compressor to a point where the current air conditioner demand can be met by periodically operating the air conditioner at only 1467 rpm. This method provides the FEMG control module with an engine that meets the most current demands while reducing the energy wasted by driving other accessories at a higher speed than necessary or at an unnecessarily high duty cycle (eg, 100%) The required capabilities of the attachment.
在进一步示例中，引擎可以配备有不能与被带轮5驱动的驱动带断开连接的附件。在这种情况下，FEMG控制模块13可以考虑可通过折衷而获得最大的整体系统能量效率的操作曲线而判定。例如，假定气体压缩机当前有最大需求，并且以压缩机最有效的2000rpm的速度操作气体压缩机是优选的。如果然后FEMG控制模块判定引擎冷却剂泵以2667rpm被驱动，电动发电机速度会以非期望地低的效率操作(即，以显著增加泵的能量消耗的泵速度操作)并且车辆条件允许气体压缩机以更低速度被操作(例如，其中，当前需要是“封顶”压缩气体存储罐，而不是满足紧急的、安全相关的压缩气体需求)，FEMG控制模块可以指令引擎冷却剂泵以更高水平的效率操作的更低的电动发电机速度(如，2400rpm)，即使气体压缩机在该速度以稍微减小的效率操作，结果是，与以2667rpm的电动发电机速度操作这些附件相比较，整体组合的引擎冷却剂泵和气体压缩机操作增加整体系统效率。In a further example, the engine may be equipped with accessories that cannot be disconnected from the drive belt driven by the pulley 5 . In this case, the FEMG control module 13 may decide taking into account the operating curve that can be traded off to obtain the greatest overall system energy efficiency. For example, assume that the gas compressor is currently in greatest demand, and that it is preferable to operate the gas compressor at a speed of 2000 rpm at which the compressor is most efficient. If the FEMG control module then determines that the engine coolant pump is being driven at 2667 rpm, the motor generator speed would be operating at an undesirably low efficiency (i.e., operating at a pump speed that significantly increases the energy consumption of the pump) and vehicle conditions allow for the gas compressor being operated at lower speeds (e.g., where the current need is to "cap" compressed gas storage tanks rather than to meet urgent, safety-related compressed gas needs), the FEMG control module may command the engine coolant pump to operate at a higher level A lower motor-generator speed (e.g., 2400rpm) for efficient operation, even though the gas compressor operates at this speed with slightly reduced efficiency, results in an overall combined The operation of the engine coolant pump and gas compressor increases overall system efficiency.
动态热发生器实施例。Dynamic heat generator embodiment.
具有动态热发生器的FEMG系统中的流体循环回路400的实施例在图28中示出。在该实施例中，动态热发生器401布置成经由带轮402通过引擎附件驱动带(这里未示出)驱动。DHG进一步配备有容许DHG401与带轮402和引擎附件驱动部选择性脱离的单独离合器403。DHG401的驱动带轮的旋转轴的相对端驱动泵404，泵404向DHG401的入口405提供DHG工作流体(在该实施例中，引擎冷却剂)的加压供给。在该集成的DHG和泵实施例中，也提供有电磁操作的旁通阀406以及具有止回阀408的排放线路，旁通阀406布置成将来自泵404的输出发送到DHG出口407下游的流体回路中。An embodiment of a fluid circulation loop 400 in a FEMG system with a dynamic heat generator is shown in FIG. 28 . In this embodiment, the dynamic heat generator 401 is arranged to be driven by an engine accessory drive belt (not shown here) via a pulley 402 . The DHG is further equipped with a separate clutch 403 allowing selective disengagement of the DHG 401 from the pulley 402 and the engine accessory drive. The opposite end of the rotating shaft of the drive pulley of the DHG 401 drives a pump 404 which provides a pressurized supply of DHG working fluid (in this embodiment, engine coolant) to an inlet 405 of the DHG 401 . In this integrated DHG and pump embodiment, there is also provided a solenoid operated bypass valve 406 arranged to send the output from the pump 404 to the outlet downstream of the DHG outlet 407 and a discharge line with a check valve 408. in the fluid circuit.
DHG401下游是分配歧管411，分配歧管411接收来自DHG的加热冷却剂流或者来自DHG旁通部的流。然后该流按需要经由电磁阀411A-411D分配到各种回路分支，最后回到冷却剂贮器420。冷却剂贮器420将流供给到DHG泵404的入口。Downstream of the DHG 401 is a distribution manifold 411 that receives the heated coolant flow from the DHG or flow from the DHG bypass. This flow is then distributed to the various circuit branches via solenoid valves 411A-411D as required, and finally back to the coolant reservoir 420 . Coolant reservoir 420 supplies flow to the inlet of DHG pump 404 .
在图28中示出有四个流体回路分支：舱室分支432，舱室分支432布置成将冷却剂提供到睡眠车厢和/或车辆舱室中的舱室热交换器433；引擎分支442，冷却剂经过引擎分支442通过引擎8的冷却通道；FEMG冷却剂分支452，FEMG冷却剂分支452布置成将冷却剂提供到FEMG系统的电气部分的部件，包括能量存储部11的电池、FEMG电力电子的冷却剂通道61和电动发电机3；以及热交换分支462，热交换分支462布置成容许过热从热交换表面463和/或经由以将热量传送到冷却流体的热交换器形式的冷却器465从系统被拒回。在该实施例中，冷却器465接收也具有冷凝器475的制冷剂环路472中的膨胀阀473以及被空调压缩机带轮477和离合器479驱动的空调压缩机471下游的制冷剂。离合器和带轮可以是与用于DHG401的离合器和带轮相同的设计。分支432，442，452，462中的每一个设置有相应的止回阀434，444，454，464，其防止从贮器420经过分支的逆流。In Figure 28 there are shown four fluid circuit branches: the cabin branch 432, which is arranged to supply coolant to a cabin heat exchanger 433 in the sleeping compartment and/or the vehicle cabin; the engine branch 442, which passes the coolant through the engine Branch 442 through the cooling channel of the engine 8; FEMG coolant branch 452, the FEMG coolant branch 452 is arranged to provide coolant to components of the electrical part of the FEMG system, including the battery of the energy storage 11, the coolant channel of the FEMG power electronics 61 and the motor generator 3; and a heat exchange branch 462 arranged to allow excess heat to be rejected from the system from a heat exchange surface 463 and/or via a cooler 465 in the form of a heat exchanger transferring heat to a cooling fluid back. In this embodiment, cooler 465 receives refrigerant downstream of expansion valve 473 in refrigerant loop 472 also having condenser 475 and air conditioner compressor 471 driven by air conditioner compressor pulley 477 and clutch 479 . The clutch and pulley can be the same design as used for DHG401. Each of the branches 432, 442, 452, 462 is provided with a respective check valve 434, 444, 454, 464 which prevents reverse flow from the reservoir 420 through the branch.
由于空调压缩机471能够被电动发电机3与DHG泵404一起被操作，包括热交换分支462给系统提供在某个情形下，例如当引擎关机时冷却冷却剂的能力。Since the air conditioner compressor 471 can be operated by the motor generator 3 together with the DHG pump 404, including the heat exchange branch 462 provides the system with the ability to cool the coolant under certain circumstances, such as when the engine is off.
在该实施例中，能量存储部11、电力电子61和电动发电机3被同一冷却剂分支线452服务，然而，这些部件中的任一个和/或所有可以通过来自歧管411的分离的、专用的分支供给，如对于特定的车辆应用所期望的那样。In this embodiment, energy storage 11 , power electronics 61 and motor-generator 3 are served by the same coolant branch line 452 , however, any and/or all of these components may be connected via separate, Dedicated branch supplies, as desired for specific vehicle applications.
现在描述图28中FEMG/DHG实施例的操作和能力。配备DHG的FEMG系统的操作和能力并不局限于该描述。The operation and capabilities of the FEMG/DHG embodiment in FIG. 28 are now described. The operation and capabilities of a DHG-equipped FEMG system are not limited to this description.
在该实施例中，DHG401可以以至少三种方式被控制。In this embodiment, DHG 401 can be controlled in at least three ways.
其一，因为由作用在DHG中的流体上的剪切力所产生的热量与DHG的旋转速度成正比，所以，DHG的速度可以被改变以控制输入到流体的热量。如果不期望有流体加热，则DHG可以通过脱离DHG离合器403而被“关闭”。First, since the heat generated by the shear force acting on the fluid in the DHG is directly proportional to the rotational speed of the DHG, the speed of the DHG can be varied to control the heat input to the fluid. If fluid heating is not desired, the DHG can be turned “off” by disengaging the DHG clutch 403 .
其二，为了改变穿过DHG的流体的温度上升量，流经DHG401的流体量可以变化。以这种方式，在输入到DHG的转矩(于是，DHG的动力消耗)保持恒定的同时，流体温度被控制。Second, in order to change the temperature rise of the fluid passing through the DHG, the amount of fluid flowing through the DHG 401 can be varied. In this way, the fluid temperature is controlled while the torque input to the DHG (and thus, the power consumption of the DHG) remains constant.
其三，DHG401中的流体体积可以在空和满之间变化。如果DHG是空的，则DHG内部的转子将会转动而没有可感知的动力将被消耗，因为没有流体被剪切。随着DHG401的填充水平增加，动力消耗和流体温度将会增加。一旦DHG401是满的，则流体中产生的热量的控制可以通过控制方法中的另一个控制。Third, the volume of fluid in the DHG401 can vary between empty and full. If the DHG is empty, the rotor inside the DHG will turn and no appreciable power will be expended because no fluid is being sheared. As the fill level of DHG401 increases, power consumption and fluid temperature will increase. Once the DHG401 is full, the control of the heat generated in the fluid can be controlled by another of the control methods.
在该实施例中，FEMG系统的部件的热管理主要利用以上控制方法中的第一个和第三个。优选地，DHG离合器403的操作和带有电动发电机3的引擎附件驱动部的变速控制被用以控制DHG401所产出的热量且允许DHG401当不需要时被关闭。In this embodiment, the thermal management of the components of the FEMG system primarily utilizes the first and third of the above control methods. Preferably, operation of the DHG clutch 403 and variable speed control of the engine accessory drive with the motor generator 3 are used to control the amount of heat produced by the DHG 401 and allow the DHG 401 to be shut down when not needed.
当DHG离合器403被接合时，DHG泵404从贮器420抽吸冷却剂。DHG401在从泵404接收的冷却剂中完成工作，并且从DHG以比其进入时更高的温度输出。以高的速度，DHG401可以转换输入到DHG中的机械动力的90％。从DHG401输出的冷却剂(或者经由旁通电磁阀406旁通DHG的冷却剂)然后进入歧管411。冷却剂在歧管之后的路径取决于电磁阀411A-411D中的哪一个被打开。这些电磁阀的位置根据诸如FEMG电子控制单元13的电子控制器中处理的算法所判定的加热和/或冷却需要而被设定。加热和/或冷却需求的示例以及相关联的部件操作包括以下内容：When the DHG clutch 403 is engaged, the DHG pump 404 draws coolant from the reservoir 420 . The DHG 401 does its work in the coolant received from the pump 404 and exits the DHG at a higher temperature than it entered. At high speeds, the DHG401 can convert 90% of the mechanical power input into the DHG. Coolant output from DHG 401 (or coolant that bypasses the DHG via bypass solenoid valve 406 ) then enters manifold 411 . The path of the coolant after the manifold depends on which of the solenoid valves 411A-411D is open. The positions of these solenoid valves are set according to the heating and/or cooling needs determined by an algorithm processed in an electronic controller such as the FEMG electronic control unit 13 . Examples of heating and/or cooling requirements and associated component operations include the following:
加热能量存储部(如，电池)：典型地，能量存储部将会具有温度梯度，以使其额定C(或者额定容量)随着温度减小而下降。例如，在-20℃的更低温度下电池单元仅可以输送2C的额定值，在-40℃时仅可以输送1C的额定值。在该模式下，DHG离合器403被接合以驱动DHG401和泵404，并且旁通电磁阀406被闭合。歧管电磁阀411B被打开以容许来自DHG401的加热冷却剂穿过冷却剂分支452到能量存储部11，同时剩下的歧管电磁阀411A和411C-411D或者被闭合(因为在其相应的分支中不需要加热和/或冷却)或者选择性地打开以解决其他系统加热和/或冷却需求。同样，在该模式下，当歧管电磁阀411A被闭合时，依据FEMG热管理回路外部(例如，在向商用车辆驾驶者室的通风系统提供空调的制冷剂环路分支中)是否有冷却需求，空调离合器479可以被接合或者脱离。Heating the energy storage (eg, battery): Typically, the energy storage will have a temperature gradient such that its rated C (or rated capacity) drops as temperature decreases. For example, a battery cell can only deliver a 2C rating at a lower temperature of -20°C, and a 1C rating at -40°C. In this mode, DHG clutch 403 is engaged to drive DHG 401 and pump 404, and bypass solenoid valve 406 is closed. Manifold solenoid valve 411B is opened to allow heated coolant from DHG 401 to pass through coolant branch 452 to energy storage section 11, while remaining manifold solenoid valves 411A and 411C-411D are either closed (because in their respective branches not required for heating and/or cooling) or selectively open to address other system heating and/or cooling needs. Also, in this mode, when the manifold solenoid valve 411A is closed, depending on whether there is a cooling demand external to the FEMG thermal management loop (for example, in the branch of the refrigerant loop that provides air conditioning to the ventilation system of a commercial vehicle cab) , the air conditioner clutch 479 can be engaged or disengaged.
当为了防止诸如电池的能量存储组件达到不足动力输送可能发生的温度以下电子控制单元判定能量存储温度必须提高时，可以使用能量存储加热模式，以及在冷起动之前车辆操作之前预热电池。The energy storage heating mode may be used when the ECU determines that the energy storage temperature must be increased in order to prevent an energy storage component such as a battery from reaching a temperature below which insufficient power delivery may occur, and to preheat the battery prior to vehicle operation prior to a cold start.
此外，当部件温度在冷却剂的温度以上时，能量存储加热模式可以被用以提供对能量存储部件的冷却。即使在DHG401中冷却剂被加热了之后，该条件也可能存在，并且当DHG401以不将可感知的热量添加到冷却剂或者DHG被旁通的方式操作时，该条件也可能存在。Additionally, the energy storage heating mode may be used to provide cooling of the energy storage component when the component temperature is above the temperature of the coolant. This condition may exist even after the coolant in the DHG 401 has been heated, and when the DHG 401 is operating in a manner that does not add appreciable heat to the coolant or when the DHG is bypassed.
加热引擎：在该模式下，DHG离合器403被接合以驱动DHG401和泵404，旁通电磁阀406被闭合，并且歧管电磁阀411C被打开以容许来自DHG401的加热过的冷却剂穿过冷却剂分支442到引擎8，同时剩下的歧管电磁阀411A-411B和411D被闭合(因为在其相应的分支中不需要加热和/或冷却)或者选择性地被打开以解决其他系统加热和/或冷却需求。该模式对在引擎冷起动之前提供引擎预热能力特别有用，而且(通过循环加热过的冷却剂)提供防止因为冷冻条件而造成损坏的能力，并且通过缩短使引擎和废气温度上到足够高以使排放控制系统变得高效所需要的时间而潜在性地减小在临界引擎变暖期间不期望的废气排放。Heated Engine: In this mode, DHG clutch 403 is engaged to drive DHG 401 and pump 404, bypass solenoid valve 406 is closed, and manifold solenoid valve 411C is opened to allow heated coolant from DHG 401 to pass through the coolant Branch 442 to engine 8, while remaining manifold solenoid valves 411A-411B and 411D are either closed (since no heating and/or cooling is required in their respective branches) or selectively opened to account for other system heating and/or cooling or cooling needs. This mode is particularly useful to provide the ability to warm up the engine prior to a cold start, and (by circulating heated coolant) to provide the ability to prevent damage due to freezing conditions, and to bring the engine and exhaust temperatures high enough to The time required for an emission control system to become efficient potentially reduces undesired exhaust emissions during critical engine warm-up periods.
加热睡眠车厢/舱室：例如，当长途运输卡车晚上关机以使驾驶者休息时，可能有必要加热车辆的睡眠车厢和/或舱室。在睡眠车厢/舱室加热模式下，可以通过至少两个来源提供运输到睡眠车厢/舱室的热量，该来源包括采集来自现在关机的引擎的余热以及提供来自DHG401的热量。优选地，引擎的余热首先被用作热源，以便最小化用于驱动DHG401的存储电能的量，随后一旦引擎冷却剂温度降低到设定点温度以下就进行DHG操作。此外，来自冷却剂回路452的热量也可以被用以促进睡眠车厢加热。Heated sleeping compartment/cabin: For example, when a long-haul truck is shut down at night to allow the driver to rest, it may be necessary to heat the vehicle's sleeping compartment and/or cabin. In sleeping car/cabin heating mode, heat transport to the sleeping car/cabin may be provided by at least two sources including harvesting waste heat from the now shut down engine and providing heat from the DHG 401 . Preferably, waste heat from the engine is first used as a heat source in order to minimize the amount of stored electrical energy used to drive the DHG 401, followed by DHG operation once the engine coolant temperature drops below the set point temperature. Additionally, heat from the coolant circuit 452 may also be used to facilitate sleeping compartment heating.
在该实施例中，在操作的第一阶段中，可能超过100℃的引擎冷却剂通过DHG泵404(通过闭合DHG离合器403而驱动)经过歧管电磁阀411C、包含引擎8的分支线路442和贮器420，以及经过歧管电磁阀411D、分支线路432和睡眠车厢/舱室热交换器433而循环。到睡眠车厢/舱室热交换器433的流可以有必要被调节，以实现期望的睡眠温度(例如，在27℃以下的驾驶者期望的温度)。在该阶段，很少或者没有热量通过DHG401被添加到冷却剂，其可以通过打开旁通电磁阀406和/或通过在非加热模式(例如，DHG是空的)下操作DHG401而被旁通。In this embodiment, during the first phase of operation, engine coolant, which may exceed 100° C., is passed through DHG pump 404 (driven by closing DHG clutch 403 ) through manifold solenoid valve 411C, branch line 442 containing engine 8 and Reservoir 420 , and circulates through manifold solenoid valve 411D, branch line 432 and sleeping car/cabin heat exchanger 433 . Flow to the sleeping compartment/cabin heat exchanger 433 may be adjusted as necessary to achieve the desired sleeping temperature (eg, driver desired temperature below 27°C). At this stage, little or no heat is added to the coolant through the DHG 401 , which can be bypassed by opening the bypass solenoid valve 406 and/or by operating the DHG 401 in a non-heating mode (eg, the DHG is empty).
当引擎温度下降到设定点温度以下时，进入第二操作阶段，其中，DHG401产生热量，旁通电磁阀406被闭合，并且歧管阀411C被闭合以停止经过引擎8的冷却剂的循环。用于在阶段之间切换的设定点温度可以是被预定的或者根据当前周围环境条件而被建立。在任何情况下，为了保证在冷天气的休息时段结束时容易起动引擎，可以期望建立绝对更低的引擎温度极限，例如-10℃。剩下的歧管电磁阀411A-411C被闭合(因为在其相应的分支中不需要加热和/或冷却)或者选择性地被打开以解决其他系统加热和/或冷却需求(例如，如果在电动发电机3操作以驱动DHG401和/或DHG泵404的期间的任何时候，能量存储温度上升到设定点温度以上，歧管电磁阀411B可以被打开以向能量存储部11提供冷却流，同时冷却剂继续流入睡眠车厢/舱室分支432)。When the engine temperature drops below the set point temperature, a second phase of operation is entered wherein the DHG 401 generates heat, the bypass solenoid valve 406 is closed, and the manifold valve 411C is closed to stop circulation of coolant through the engine 8 . The set point temperature for switching between stages may be predetermined or established according to current ambient conditions. In any event, it may be desirable to establish an absolutely lower engine temperature limit, eg -10°C, in order to ensure easy starting of the engine at the end of a cold weather rest period. The remaining manifold solenoid valves 411A-411C are either closed (since no heating and/or cooling is required in their respective branches) or selectively opened to address other system heating and/or cooling needs (e.g., if on electric At any time during the operation of the generator 3 to drive the DHG 401 and/or the DHG pump 404, the energy storage temperature rises above the set point temperature, the manifold solenoid valve 411B can be opened to provide cooling flow to the energy storage 11 while cooling The agent continues to flow into the sleeping compartment/cabin branch 432).
冷却睡眠车厢/舱室：在该模式下，DHG离合器403被接合以驱动泵404，并且空调压缩机离合器479被接合以在制冷剂环路472中循环制冷剂。此外，DHG旁通电磁阀406可以被打开，关闭到DHG401的流，从而使对冷却剂的DHG加热最小化。(通过DHG内部旋转式流体剪切板的固有泵送作用)旁通DHG401也允许潜在性地放空流体的DHG，从而减少DHG机械抽吸，结果减小引擎附件驱动部操作泵404所需求的驱动转矩动力。替换性地，如果在分支线路462中有可用的、足够的冷却容量提供充分的睡眠车厢/舱室冷却而不管冷却剂是否已在DHG401中被加热，则当需要时，DHG401可以被操作以向其他分支线路中要求加热的部件提供加热过的冷却剂。Cool Sleep Compartment/Cabin: In this mode, the DHG clutch 403 is engaged to drive the pump 404 and the A/C compressor clutch 479 is engaged to circulate refrigerant in the refrigerant loop 472 . Additionally, DHG bypass solenoid valve 406 may be opened, closing flow to DHG 401 , thereby minimizing DHG heating of the coolant. Bypassing the DHG 401 also allows the potential to vent the DHG of fluid (by the inherent pumping action of the rotating fluid shear plate inside the DHG) thereby reducing DHG mechanical suction and consequently reducing the drive required by the engine accessory drive to operate the pump 404 torque power. Alternatively, if there is sufficient cooling capacity available in branch line 462 to provide adequate sleeping compartment/cabin cooling regardless of whether the coolant has been heated in DHG 401, DHG 401 may be operated to supply other Components in branch lines that require heating are supplied with heated coolant.
在睡眠车厢/舱室冷却模式下，歧管电磁阀411A被打开以容许冷却剂(加热的或者没有加热的)从歧管411通过冷却剂分支442A和热交换表面463传递到冷却器465以降低冷却剂的整体温度，并且歧管电磁阀411D被打开以容许冷却的冷却剂传递到分支432中并且在返回到贮器420之前经过睡眠车厢/舱室热交换器433。优选地，歧管电磁阀411D不被打开直到电子控制单元判定冷却剂的温度在睡眠车厢/舱室中的环境温度以下(例如，在4℃以上的驾驶者期望温度)为止。至于睡眠车厢/舱室加热模式，可以在必要时调节分支中的流，以实现驾驶者期望的睡眠车厢/舱室温度，剩下的歧管电磁阀411B-411C被闭合(因为在其相应的分支中不需要加热和/或冷却)或者选择性地打开以解决其他系统加热和/或冷却需求。In sleep compartment/cabin cooling mode, manifold solenoid valve 411A is opened to allow coolant (heated or not) to pass from manifold 411 to cooler 465 through coolant branch 442A and heat exchange surface 463 to reduce cooling The bulk temperature of the coolant is increased, and the manifold solenoid valve 411D is opened to allow the cooled coolant to pass into branch 432 and pass through sleeper compartment/cabin heat exchanger 433 before returning to reservoir 420 . Preferably, the manifold solenoid valve 411D is not opened until the electronic control unit determines that the temperature of the coolant is below the ambient temperature in the sleeping compartment/cabin (eg, above the driver's desired temperature of 4°C). As for the sleeping compartment/cabin heating mode, the flow in the branch can be adjusted as necessary to achieve the driver's desired sleeping compartment/cabin temperature, the remaining manifold solenoid valves 411B-411C are closed (because in their respective branches heating and/or cooling not required) or selectively open to address other system heating and/or cooling needs.
在替换布置中，代替离开冷却器465的冷却剂被直接递送回到贮器420，冷却剂可以被选择性地直接递送到布置在冷却器465下游的睡眠车厢/舱室热交换器(即，睡眠车厢/舱室冷却器不需要被布置在分支432中，或者第二个分离的睡眠车厢/舱室热交换器可以被设置在冷却器465下游)。利用此布置，当期望更迅速地减小整体冷却剂温度时，在冷却剂返回到贮器420之前，睡眠车厢/舱室热交换器可以直接接收可用的最冷的冷却剂，或者选择性地，来自冷却器465的冷却的冷却剂可以旁通睡眠车厢/舱室热交换器以被直接递送到贮器420，从而增加在贮器中因而在整个FEMG/DHG热管理系统回路中的主动冷却的速率。此外，在车辆中过热产生的情况下，系统可以以此方式操作，例如以补充车辆的引擎冷却剂散热器的冷却能力以将引擎温度维持在其最高操作温度(例如，82℃)以下的方式。In an alternative arrangement, instead of the coolant exiting the cooler 465 being delivered directly back to the reservoir 420, the coolant may optionally be delivered directly to a sleeping compartment/compartment heat exchanger (i.e., sleeping A cabin/cabin cooler need not be arranged in branch 432, or a second separate sleeping cabin/cabin heat exchanger could be arranged downstream of cooler 465). With this arrangement, when a more rapid reduction in overall coolant temperature is desired, the sleeping compartment/cabin heat exchanger can receive the coldest coolant available directly before the coolant is returned to the reservoir 420, or alternatively, Cooled coolant from cooler 465 can bypass the sleeper compartment/cabin heat exchanger to be delivered directly to reservoir 420, thereby increasing the rate of active cooling in the reservoir and thus in the overall FEMG/DHG thermal management system loop . Furthermore, in the event of overheating in the vehicle, the system can be operated in such a way as to supplement the cooling capacity of the vehicle's engine coolant radiator to maintain the engine temperature below its maximum operating temperature (e.g., 82°C) .
冷却能量存储部：在高温环境中，环境空气可能不够冷而不能冷却能量存储部和/或电力电子和电动发电机，为此，必须冷却系统。例如，能量存储部电池单元可以具有55℃的最高操作温度极限，同时电力电子和/或电动发电机可以具有70℃的最高温度极限。在该模式下，歧管电磁阀411A被打开以容许冷却剂(加热的或者未加热的)从歧管411经过冷却剂分支452和热交换表面463传递到冷却器465，并且歧管电磁阀411B被打开以容许冷却剂在返回到贮器420之前穿过能量存储部11、电力电子61和电动发电机3。剩下的歧管电磁阀411C-411D被闭合(因为在其相应的分支中不需要加热和/或冷却)或者选择性地打开以解决其他系统加热和/或冷却需求。空调压缩机471可以被电力地驱动，同时DHG401在操作，以使DHG泵404经过分支452和462循环冷却剂。穿过分支462中的冷却器465的冷却剂的温度减小会招致冷却剂贮器320中的温度朝向期望的冷却剂温度下降，以及分支451中(从贮器420抽吸的)冷却剂的温度对应的降低。如下面进一步讨论的，可以在必要时调节分支452，462中的流量，以实现到达能量存储部11、电力电子61和电动发电机3的冷却剂的期望温度。Cooling the energy storage: In high temperature environments, the ambient air may not be cold enough to cool the energy storage and/or the power electronics and motor generator, for which the system must be cooled. For example, the energy storage battery cells may have a maximum operating temperature limit of 55°C, while the power electronics and/or motor generator may have a maximum temperature limit of 70°C. In this mode, manifold solenoid valve 411A is opened to allow coolant (heated or unheated) to pass from manifold 411 to cooler 465 through coolant branch 452 and heat exchange surface 463, and manifold solenoid valve 411B is opened to allow the coolant to pass through the energy storage 11 , the power electronics 61 and the motor generator 3 before returning to the reservoir 420 . The remaining manifold solenoid valves 411C-411D are either closed (since no heating and/or cooling is required in their respective branches) or selectively opened to address other system heating and/or cooling needs. The air conditioner compressor 471 may be electrically driven while the DHG 401 is operating so that the DHG pump 404 circulates the coolant through branches 452 and 462 . The decrease in temperature of the coolant passing through cooler 465 in branch 462 causes the temperature in coolant reservoir 320 to drop towards the desired coolant temperature, and the temperature of the coolant in branch 451 (drawn from reservoir 420) decreases. corresponding decrease in temperature. As discussed further below, flow in branches 452 , 462 may be adjusted as necessary to achieve the desired temperature of the coolant reaching energy storage 11 , power electronics 61 and motor-generator 3 .
替换性地，如果为了向能量存储部或者电力电子/电动发电机提供充分的冷却不需要经由分支462中的热交换部的流体的冷却，则电磁阀411A可以被维持在闭合状态，空调压缩机471的单独离合器479可以被脱离以停止穿过冷却器465的制冷剂的冷却，或者这些动作都可以采取。Alternatively, if cooling of the fluid via the heat exchange section in branch 462 is not required to provide adequate cooling to the energy storage section or power electronics/motor generator, solenoid valve 411A may be maintained in the closed state, the air conditioner compressor The individual clutch 479 of 471 can be disengaged to stop the cooling of the refrigerant passing through cooler 465, or both of these actions can be taken.
加热引擎。当在冷的环境温度下起动引擎时，冷引擎的废气排放难以被控制，直到各种排放控制在最小操作温度(例如，催化剂可以在排气构成上操作的最低温度)以上为止。在引擎起动之前，FEMG电动发电机3可以被用以驱动DHG401以通过增加经由歧管电磁阀411C和分支442流过引擎8的冷却剂的温度而预热引擎8。为了进一步加速使引擎尽快地高达操作温度，在引擎起动之后，DHG401的操作可以继续。进一步，在起动引擎之后，可以通过增加引擎上的负载(即，转矩输出需求)，例如，通过接合离合器-带轮-阻尼器单元19以使得引擎驱动DHG401和电动发电机3，而增加引擎加热，并且DHG401以其最大热生成水平操作(即，以其来自引擎附件驱动部的最大转矩需求)，同时电动发电机3以高的充电速率对能量存储部充电。Heat up the engine. When starting the engine at cold ambient temperatures, cold engine exhaust emissions are difficult to control until the various emissions are controlled above the minimum operating temperature (eg, the lowest temperature at which the catalyst can operate on the exhaust composition). Before the engine is started, the FEMG motor generator 3 can be used to drive the DHG 401 to warm up the engine 8 by increasing the temperature of the coolant flowing through the engine 8 via the manifold solenoid valve 411C and the branch 442 . In order to further accelerate the engine up to operating temperature as soon as possible, the operation of the DHG401 can continue after the engine is started. Further, after starting the engine, the engine can be increased by increasing the load on the engine (i.e., torque output demand), for example, by engaging the clutch-pulley-damper unit 19 so that the engine drives the DHG 401 and the motor generator 3. heats up, and the DHG 401 operates at its maximum heat generation level (ie, at its maximum torque demand from the engine accessory drive), while the motor-generator 3 charges the energy storage at a high charge rate.
引擎加热模式也可以被用以防止引擎达到最小温度极限以避免损坏，例如，-23℃的最小温度极限以避免因为冷却剂冷冻而造成的损坏。在这些操作中，DHG401可以以相对小的动力水平操作，以仅仅将引擎温度维持在最小温度极限以上，为了容易起动且更快速地使引擎变暖，至少直到引擎要被起动并且期望更高的冷却剂温度为止。The engine heating mode can also be used to prevent the engine from reaching a minimum temperature limit to avoid damage, for example, a minimum temperature limit of -23°C to avoid damage due to coolant freezing. During these operations, the DHG401 can be operated at a relatively small power level to just maintain the engine temperature above the minimum temperature limit, for easier starting and to warm the engine more quickly, at least until the engine is about to be started and a higher coolant temperature.
引擎加热模式变化时，DHG401可以被用以在加热冷却剂以预热引擎之前或者与之并行地加热能量存储部11。如果环境温度极低并且引擎长时段，诸如整夜地关机，则引擎可能极难起动。在环境温度冷到能量存储部不能立即输送起动引擎所要求的电能量的量的情况下(例如，因为能量存储部中的电池在寒冷温度下具有低得多的输出容量)，可以从能量存储部11抽取相对小量的电能以驱动DHG401。然后，DHG401所产生的加热的冷却剂可以经过歧管电磁阀411B和分支452传递以使能量存储部11变暖，从而增加能量存储部的温度和依赖于温度的输出容量(可选地，歧管电磁阀411C可以被打开以同时地经过引擎8而递送加热的冷却剂以开始预热引擎)。当能量存储部11足够暖以输出足够的电能来起动引擎时，可以试图起动引擎，优选地，一旦引擎起动，则接着，通过引擎驱动DHG401和电动发电机3。When the engine heating mode is changed, the DHG 401 may be used to heat the energy storage 11 before or in parallel with heating the coolant to warm up the engine. If the ambient temperature is extremely low and the engine is turned off for an extended period of time, such as overnight, the engine may be extremely difficult to start. In cases where the ambient temperature is so cold that the energy storage cannot immediately deliver the amount of electrical energy required to start the engine (for example, because the battery in the energy storage has a much lower output capacity at cold temperatures), the Section 11 draws a relatively small amount of power to drive DHG 401 . The heated coolant produced by DHG 401 may then pass through manifold solenoid valve 411B and branch 452 to warm energy store 11, thereby increasing the temperature of the energy store and the temperature-dependent output capacity (optionally, the manifold Pipe solenoid valve 411C may be opened to simultaneously deliver heated coolant through engine 8 to begin warming up the engine). When the energy storage 11 is warm enough to output enough electrical energy to start the engine, an attempt can be made to start the engine, preferably once the engine is started, then the DHG 401 and the motor generator 3 are driven by the engine.
下面的表2概括了在该实施例中在由其他分支中的部件不要求额外的加热和/或冷却的情况下的上述操作模式：Table 2 below summarizes the above-mentioned modes of operation in this embodiment without requiring additional heating and/or cooling by components in the other branches:
表2Table 2
在以上操作情势中的每一个中，电动发电机3可以以任何合适的速度驱动DHG，以满足当前加热和/或冷却需求。电动发电机速度判定冷却剂泵404的流速和DHG401所产生的热量，并且旁通阀406判定DHG是否活动，即系统是否在冷却剂加热或者冷却模式下。因而，控制系统可以以恒温器的方式使用DHG401，感应在FEMG系统中的各种位置和部件处的温度数据并且控制各种阀、附件离合器、离合器-带轮-阻尼器单元和电动发电机速度，以满足当前系统温度需求。可以被监测和/或控制的系统参数的示例包括贮器温度、电池单元表面温度、舱室或者睡眠车厢温度、引擎油温度、DHG出口温度、DHG泵出口压力等。In each of the above operating scenarios, the motor generator 3 can drive the DHG at any suitable speed to meet the current heating and/or cooling needs. The motor generator speed determines the flow rate of the coolant pump 404 and the heat generated by the DHG 401 , and the bypass valve 406 determines whether the DHG is active, ie the system is in coolant heating or cooling mode. Thus, a control system can use the DHG401 as a thermostat, sensing temperature data at various locations and components in the FEMG system and controlling various valves, accessory clutches, clutch-pulley-damper units, and motor-generator speed , to meet the current system temperature requirements. Examples of system parameters that may be monitored and/or controlled include reservoir temperature, battery cell surface temperature, cabin or sleeping compartment temperature, engine oil temperature, DHG outlet temperature, DHG pump outlet pressure, and the like.
在本发明进一步发展中，例如，当一个以上歧管阀被打开但不期望一个以上的分支线路中的流最大化时，提供限制各种分支中的流的能力。在这种情况下，例如，通过使用脉宽调制(PWM)控制信号，一个以上的歧管电磁阀411A-411D可以被操作以减少其相应分支中的流。In a further development of the invention, the ability to restrict flow in various branches is provided, for example when more than one manifold valve is opened but flow maximization in more than one branch line is not desired. In this case, more than one manifold solenoid valve 411A-411D may be operated to reduce flow in its respective branch, for example, by using a pulse width modulated (PWM) control signal.
在另一实施例中，代替利用来自引擎曲轴的转矩供给，附件驱动部可以通过车辆的混合动力推进单元的轴或者其他旋转能源供以动力。In another embodiment, instead of utilizing a torque supply from the engine crankshaft, the accessory drive may be powered by the shaft of the vehicle's hybrid propulsion unit or other source of rotational energy.
上述公开仅仅被阐述以说明本发明而并不意指限制该发明。因为对于本技术领域人员而言可以想到并入该发明精神和实质的公开实施例的这种修改例，所以，该发明应当被诠释为包括在附加权利要求和其等效物范围内的一切。The above disclosure is set forth only to illustrate the present invention and is not intended to limit the invention. Since such modifications of the disclosed embodiments incorporating the spirit and substance of the invention may occur to those skilled in the art, the invention should be construed to include all that comes within the scope of the appended claims and their equivalents.
参考标记的列表：List of reference marks:
1 气体压缩机1 gas compressor
2 空调压缩机2 air conditioner compressor
3 电动发电机3 motor generator
4 驱动单元齿轮4 Drive unit gears
5 带轮5 pulleys
6 阻尼器6 damper
7 引擎冷却风扇7 engine cooling fan
8 引擎8 engines
9 车辆电池9 Vehicle battery
10 DC/DC转换器10 DC/DC converters
11 能量存储部11 Energy Storage Division
12 电池管理系统12 Battery Management System
13 FEMG电子控制单元13 FEMG electronic control unit
14 AC/DC功率逆变器14 AC/DC Power Inverter
15 离合器15 clutch
16 齿轮箱16 gearbox
17 凸缘轴17 Flange shaft
18 转子轴18 Rotor shaft
19 离合器-带轮-阻尼器单元19 Clutch-pulley-damper unit
20 引擎冷却剂散热器20 engine coolant radiator
21 带驱动部分21 with drive section
22 离合器致动器22 clutch actuator
23 离合器片23 clutch plate
24 离合器弹簧24 clutch spring
25，26 爪形离合器元件25, 26 Dog clutch elements
27 离合器抛出杆27 Clutch throw lever
28 螺栓孔28 bolt holes
29 外花键29 External spline
30 内花键30 internal spline
31，32 爪扣31, 32 claw buckle
33 弹簧33 springs
34 轴承34 bearings
35 蛤壳状齿轮箱外壳35 clamshell gearbox housing
36 带轮端减速齿轮36 Pulley end reduction gear
37 中间减速齿轮37 Intermediate reduction gear
38 电动发电机端减速齿轮38 Motor generator end reduction gear
39 轴承39 bearings
40 孔40 holes
41 膜片41 Diaphragm
42 盖42 cover
43 轴孔43 shaft hole
44 安装凸缘44 Mounting flange
45 安装环45 mounting ring
46 螺母46 nuts
47 曲轴47 crankshaft
48 油盘48 oil pan
49 底盘轨道49 chassis rail
50 引擎安装件50 engine mounts
51 安装支架51 Mounting bracket
52 孔52 holes
53 孔53 holes
54 支架臂54 Stand arm
55 电动发电机齿轮箱侧55 Motor generator gearbox side
56 安装螺柱56 mounting studs
57 转子轴孔57 Rotor shaft hole
58 低电压连接58 Low voltage connection
59 高电压连接59 High Voltage Connections
60 冷却剂通道60 coolant channels
61 电子冷却通道部分61 Electronic cooling channel section
62 引擎控制单元62 Engine control unit
64 传感器64 sensors
65 SAE J1939总线65 SAE J1939 bus
66 车辆设备66 Vehicle equipment
67 DC总线67 DC bus
68A-68F 控制线路68A-68F control circuit
69 晶体管控制线路69 transistor control circuit
70 DC/DC电压转换器70 DC/DC voltage converter
71 DC/DC转换器71 DC/DC Converter
72 12V电池72 12V battery
73 12V负载73 12V load
74 DC/DC转换器晶体管驱动电路74 DC/DC converter transistor drive circuit
75 DC/DC转换器输出75 DC/DC converter output
76 变压器初级绕组76 Transformer primary winding
77 变压器77 Transformers
78 AC相位连接78 AC phase connection
79 电路板79 circuit boards
80 IGBT组80 IGBT groups
81 IGBT驱动电路81 IGBT drive circuit
82 EMI滤波器和DC电容器82 EMI filter and DC capacitor
83 FEMG控制模块微控制器83 FEMG Control Module Microcontroller
101 电动发电机离合器位置传感器101 Motor generator clutch position sensor
102 电动发电机速度传感器102 Motor generator speed sensor
103 引擎附件离合器位置103 Engine accessory clutch position
104 气体压缩机状态传感器104 Gas compressor status sensor
105 动态热发生器状态传感器105 Dynamic Thermal Generator Status Sensor
106 FEMG冷却剂温度传感器106 FEMG coolant temperature sensor
107 FEMG冷却剂压力传感器107 FEMG coolant pressure sensor
108 12V电池电压传感器108 12V battery voltage sensor
111 制动控制器111 Brake controller
112 减速器控制器112 reducer controller
113 EAC控制器113 EAC controller
114 变速控制器114 Variable speed controller
115 仪表板控制器115 Dashboard Controller
120 单独引擎附件离合器120 Separate Engine Accessory Clutch
121 FEMG冷却剂泵121 FEMG coolant pump
201 FEMG控制模块储存器201 FEMG Control Module Storage
202 FEMG控制模块操作参数存储部202 FEMG control module operating parameter storage unit
303 离合器抛出杆衬套303 clutch throw lever bushing
304 总线轴承304 bus bearing
305 压缩气体装配件305 Compressed Gas Assemblies
306 紧固件306 Fasteners
307 转矩臂307 torque arm
308 锚点308 Anchor
309 AC-DC变换器309 AC-DC Converter
310 非车载电源310 off-board power supply
400 流体回路400 fluid circuit
401 动态热发生器401 Dynamic Heat Generator
402 DHG带轮402 DHG pulley
403 DHG离合器403 DHG Clutch
404 DHG泵404 DHG pump
405 DHG入口405 DHG Entrance
406 DHG旁通电磁阀406 DHG bypass solenoid valve
407 DHG出口407 DHG Exit
411 歧管411 Manifold
411A 歧管电磁阀411A Manifold Solenoid Valve
411B 歧管电磁阀411B Manifold Solenoid Valve
411C 歧管电磁阀411C Manifold Solenoid Valve
411D 歧管电磁阀411D Manifold Solenoid Valve
420 贮器420 Receptacle
432 睡眠车厢/舱室分支432 Sleeping Car/Cabin Branch
433 睡眠车厢/舱室热交换器433 Sleeping compartment/compartment heat exchanger
434 止回阀434 Check valve
442 引擎分支442 engine branch
444 止回阀444 Check valve
452 能量存储部/电子分支452 Energy Storage Division/Electronics Branch
454 止回阀454 Check valve
462 热交换分支462 heat exchange branches
463 热交换表面463 heat exchange surface
464 止回阀464 Check Valve
465 冷却器465 cooler
471 空调压缩机471 Air conditioner compressor
472 制冷剂分支472 Refrigerant branch
473 膨胀阀473 expansion valve
475 冷凝器475 Condenser
477 空调带轮477 air conditioner pulley
479 空调离合器479 air conditioner clutch
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US15/484,752US10543735B2 (en) | 2016-12-14 | 2017-04-11 | Hybrid commercial vehicle thermal management using dynamic heat generator |
| US15/484,752 | 2017-04-11 |
| Publication Number | Publication Date |
|---|---|
| CN108705928Atrue CN108705928A (en) | 2018-10-26 |
| CN108705928B CN108705928B (en) | 2022-03-25 |
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810321127.1AActiveCN108705928B (en) | 2017-04-11 | 2018-04-11 | Hybrid commercial vehicle thermal management using dynamic heat generators |
| Country | Link |
|---|---|
| CN (1) | CN108705928B (en) |
| CA (1) | CA3000362A1 (en) |
| DE (1) | DE102018108623A1 (en) |
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