CN101020423A - 用于控制车辆后退的方法和装置 - Google Patents
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
- B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
- B60W30/18118—Hill holding
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
- B60W2520/105—Longitudinal acceleration
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/15—Road slope
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/72—Electric energy management in electromobility
Abstract
本发明公开了一种用于在坡面上将车辆维持在预定速度的系统和方法,该系统包括将驱动转矩供给到车轮的推进系统、车辆稳定性传感器和适于接收来自车辆稳定性传感器的信号输入的控制系统。该控制系统控制供给到车轮的驱动转矩的幅值。推进系统可包括由电能存储系统提供动力的电动轮电动机、混合动力传动系统以及内燃机和变速器。车辆稳定性传感器确定车辆相对于水平面的方位,包括纵向加速度传感器和虚拟纵向加速度传感器。控制系统接收来自轮速传感器、加速踏板传感器和制动踏板传感器的输入以控制驱动转矩。控制驱动转矩以将轮速传感器维持在零输出。
Description
技术领域
本发明一般地涉及车辆控制系统,更具体地,涉及一种在坡面上保持车辆在基本为零的速度的系统和方法。
背景技术
在车辆在坡面上起步期间,当操作者不能迅速地应用加速踏板时,车辆有可能后退。后退距离随操作者从压低制动踏板到应用加速踏板的转换速度而变化。例如,示出了对于示例性的车辆,对于各种坡度、经过2秒的时间的容许的后退距离。
坡度(%) | 2秒后的后退距离(毫米) |
7.2 | <20 |
11.6 | <80 |
16.0 | <160 |
具有自动变速器的车辆典型地经由液力变矩器产生转矩,当释放制动踏板时,该转矩提供前进运动,该转矩称为爬行转矩(creeptorque)。该爬行转矩的效果变化,并且在较陡的斜坡上某些系统会允许车辆后退。
在传统车辆中,发动机怠速运转,允许当释放制动踏板时,控制系统可以提供爬行转矩。现有技术包括各种系统和方法以实现将车辆保持在斜坡上,以避免后退。在传统内燃机和动力传动系上运行的一个系统接合自动变速器中的第三离合器元件,以保持变速器输出轴不转动,由此避免车辆后退。第二系统经由轮速传感器或变速器传感器检测车辆后退,并调节发动机节气门以增大动力传动系的转矩输出,以在斜坡上保持车辆静止。两个系统都可以完成避免车辆后退的任务,但仅可应用于动力传动系中具有液力变矩器的系统上。而且,这种系统的响应时间会导致无法接受的性能。
在混合动力车辆中,当车辆静止时,内燃机典型地不运转,以减小燃料消耗。典型的混合动力车辆不具有变矩器,并且因此即使当发动机在车辆停止期间怠速运转时,也无法提供流体地联接的发动机转矩以实现爬行转矩。不同的混合动力车辆在允许的后退特性上不同。有些不提供输出转矩并且可以后退。其它的会试图通过在输出上施加能量回收转矩以阻止后退运动而限制后退速度。
在混合动力车辆中用于处理后退的一个方法包括增大爬行转矩的幅值。这有助于将车辆保持在陡的斜坡上,但却在平面上提供了过大的加速度。因此,希望根据斜度增加可变量的爬行转矩。
许多车辆具有车辆稳定性系统的选择。车辆稳定性系统通常增加一个或更多传感器以监测车辆方位,包括纵向加速度。当停在斜坡上时,纵向加速度传感器提供与坡度数学地相关的读数。
因此,希望有一种方法和装置以最小化或避免车辆在斜坡上的后退。尤其在混合动力车辆上,需要在短时间段内提供爬行转矩以使车辆后退最小化,以使操作者可以从制动踏板转移到加速踏板。需要根据车辆斜度的幅值提供可变量的爬行转矩。
发明内容
本发明提供一种设备和方法,用于测量道路坡度,并基于坡度调节爬行转矩的量。通过混合动力变速器,可以由电动机产生爬行转矩,提供快速转矩响应。该方案的优点是主动地避免了后退,并且使操作者有时间从制动踏板转移到加速踏板。为了节约电池电力,可能需要限制施加后退阻止转矩的时间的长短。这通过在一段时间后逐渐停止后退补偿而由操作者的正常加速踏板接管来实现。
通过得知道路坡度的幅值,控制能够增大爬行转矩,以便最小化或避免车辆后退。基于坡度,容易地计算出需要将车辆保持在给定坡度上的驱动转矩的量。这种方案包括足够的故障保护方案操作,以保证不在水平表面上施加额外的爬行转矩。
该技术的优点在于主动地阻止了后退。在施加转矩之前,车辆不必开始后退。另一个好处是,如果需要,可在所有坡度上获得一致的爬行感觉。
用于在坡面上将车辆维持在预定速度的系统包括推进系统、车辆稳定性传感器和控制系统,该推进系统可操作以将驱动转矩供给到车辆的至少一个车轮,该控制系统适于接收来自车辆稳定性传感器的信号输入并响应于该信号控制供给到车轮的驱动转矩的幅值。根据本发明的某些方面,推进系统可包括以下的非限制性示例:由电能存储系统供给动力的至少一个电动轮电动机;混合动力传动系统,该混合动力传动系统具有变速器系统,该变速器系统包括由电能存储系统供给动力的电动机;以及内燃机和变速器。根据本发明的某些其它方面,车辆稳定性性传感器可操作以确定车辆相对于水平面的方位,并且可包括这种非限制性示例,如纵向加速度传感器和虚拟(virtual)加速度传感器。
本发明的控制系统可以还适于接收来自轮速传感器、加速踏板传感器和制动踏板传感器的信号输入,并还适于响应于接收的信号输入中的至少一个来控制驱动转矩的幅值。例如,制动踏板传感器可包括指示操作者制动要求的开关装置或指示操作者制动要求和制动幅值的线形装置。而且,控制系统可操作以基于来自车辆稳定性传感器、轮速传感器、加速踏板和制动踏板的信号输入控制驱动转矩的方向。当预定的车速基本为零、车辆稳定性传感器指示车辆为非水平方位并且操作者到加速踏板的输入基本为零时,可控制供给到车轮的驱动转矩以将来自轮速传感器的输出维持在基本为零输出。可基于预定条件减小供给到车轮的驱动转矩的幅值,例如,所述预定条件可包括经过的时间。例如,本发明可在前轮驱动的车辆中实施。
在坡面上将车辆维持在预定速度的方法包括监测车辆相对于水平面的方位,并基于车辆的方位控制供给到车辆的至少一个车轮的驱动转矩。另外,该方法可包括监测加速踏板输入、制动踏板输入和车轮速度,并基于加速踏板输入、制动踏板输入和车轮速度中的至少一个进一步控制驱动转矩。尤其是,驱动转矩控制可包括确定车轮为非水平方位和加速踏板输入基本为零,并控制从电能存储系统供给的能量,以控制电动机的驱动转矩的方向和幅值,该电动机可操作地联接到至少一个车轮。优选地,将车轮速度维持在预定水平。优选地,当车轮速度基本为零、加速踏板输入基本为零并且制动踏板输入减小时,增大驱动转矩。
控制供给到车辆的至少一个车轮的驱动转矩的方法包括确定车辆速度、操作者的加速指令和操作者的制动力指令,所述车辆具有推进系统,该推进系统包括电能存储系统,该电能存储系统可操作以给电动机提供动力,该电动机用于将驱动转矩输送到车轮。继而基于车辆速度、操作者的加速指令和操作者的制动力指令控制驱动转矩。当车速基本为零、操作者的加速指令基本为零并且操作者的制动力指令减小时,优选地增大驱动转矩。而且,优选地监测车辆相对于水平面的方位,并且进一步基于车辆的方位控制驱动转矩。
当阅读并理解实施例的以下详细说明时,本发明的这些和其它方面对于本领域的技术人员将变得明显。
附图说明
本发明在某些部件和部件的布置上可采用物理形式,将结合附图详细描述并说明其优选实施例,附图形成优选实施例的一部分,在附图中:
图1是根据本发明的动力传动系统的示意图;以及
图2和图3包括根据本发明的数据曲线。
具体实施方式
现在参照附图,其中所示出的仅为了说明本发明而非为了限制本发明,图1示出用于车辆的示例性动力传动系控制系统,该车辆根据本发明的实施例构造。
示例性车辆包括用于运送人员或货物的多轮车辆,并且典型地是具有驱动车轮中的至少一个的推进系统的四轮车辆。示例性推进系统包括混合动力传动系统,其包括可操作地连接到混合动力传动系统40的内燃机30,该内燃机的输出将驱动转矩提供到一个或多个车轮。包括高压电池组的电能存储系统50电联接到混合动力传动系统40,以将电能提供到其中包含的一个或多个电动机。内燃机30和混合动力传动系统40或电能存储系统50和混合动力传动系统40可操作以相互独立地或协同地将驱动转矩提供到车轮中的一个或多个。可替换地,在车轮处电动机或车桥处电动机布置中,电能存储系统50可电联接到一个或多个电动机,以将电能提供到电动机,电动机起作用以将驱动转矩提供到车轮。这里不详细讨论本领域技术人员已知的混合动力和纯电动车辆推进系统并且它们同等受益于来自本发明的应用,所述本领域技术人员已知的混合动力和纯电动车辆推进系统具有联接到车轮中的一个或多个上的电动机,包括无级变速器、电动轮电动机、车桥电动机和具有电动机的传动装置的各种组合。其中包括了用于控制车辆和推进系统的各种方面的控制系统,这在下文中讨论。
示例车辆优选地配备有各种检测装置和系统。这包括用于接收来自操作者的输入的传感器,包括制动踏板60和加速踏板62。制动踏板60优选地包括具有输出信号的线性装置,该输出信号指示操作者的制动要求或没有制动要求,以及操作者制动要求的幅度。制动踏板60可以可替换地或额外地包括制动开关,该制动开关包括开关,该开关具有开(ON)或关(OFF)的离散信号,并且指示操作者的制动要求或没有制动要求。加速踏板信号62包括具有指示操作者的加速要求幅度的输出信号的线性装置,或用于检测操作者加速要求的可替换的装置或系统。该车辆还配备有一个或多个轮速传感器66,所述轮速传感器为了制动和推进系统管理的目的而装备在每个车轮上。可替换地,变速器输出速度可提供指示车速的信号。制动踏板60、加速踏板62和轮速传感器66每个都提供到控制系统的信号输入。制动踏板60、加速踏板62和轮速传感器66的细节对于本领域的技术人员是已知的,并且这里不详细讨论。
有至少一个车辆稳定性检测装置64,典型地为车辆稳定性系统的元件。优选的车辆稳定性检测装置64是纵向加速度传感器,包括可操作以测量车辆的纵向加速度的加速度计装置。纵向(前到后)加速度传感器64可操作以测量车辆所行驶的道路坡度的角度,包括当车辆停止时。优选的传感器64在16%坡度上提供可转换为0.16g的信号输出,并且在3%坡度上具有约0.03g的最小可检测读数以允许系统和传感器诊断。在3%坡度上约0.03g的最小可检测读数与控制方案和算法一致,当检测到的坡度超过4%时,该算法操作以提供驱动转矩。可替换地,可将虚拟坡度传感器作为控制系统中的算法执行,以提供坡度传感器信号。虚拟坡度传感器使用来自施加的制动力的输入,典型地通过与制动踏板60相联的线性装置的输出来测量以确定在零英里每小时速度下的制动压力,并因此确定车辆保持转矩和车辆坡度。
控制系统优选地包括具有在整个车辆上的多个控制器的分布式控制系统,所述控制器经由局域网(“LAN”)连接以完成各种任务。示例性控制系统包括发动机控制器10、变速器控制器15、制动控制器20和车身控制器25,上述各控制器经由LAN 35信号地连接到内燃机30、混合动力传动系统40和电能存储系统50。电能存储系统50包括能量存储装置和能量存储系统控制装置。上述控制器每个都优选为通用数字计算机,该计算机通常包括微处理器、ROM、RAM和包括A/D和D/A的I/O。每个控制器都具有一套控制算法,包括存储在ROM中的常驻指令和标定程序,执行所述指令和程序以提供每个计算机的各自功能。如上所述,在各计算机之间传递的信息优选地通过高速LAN总线实现。
控制系统信号地连接到上述传感器和其它检测装置,并且可操作地连接到输出装置,以监测并控制发动机和车辆操作。输出装置优选地包括车辆的适当控制和操作所必须的子系统,包括发动机、变速器和制动器。给车辆提供信号输入的检测装置包括可操作以监测车辆操作、外部和环境状态以及操作者指令的装置。
在预设的循环期间典型地执行每个控制器中的控制算法,以便使每个控制算法在每个循环中至少执行一次。典型地正在运行的车辆操作的每3、6、15、25和100毫秒执行循环。其它算法响应于从外部传感器中的一个发送到控制器中的一个的某些形式的中断信号而执行。
现在参照图2,示出在各种坡度上保持示例车辆所需的保持转矩的量,其中X轴是以离开水平或零坡度的百分比测量的道路坡度,而Y轴包括以牛顿-米(“N-m”)为单位的保持转矩的量。线1代表在给定坡度上保持示例车辆静止所需的转矩的量。带有乘员载荷的示例车辆重2863千克(6300磅),轮胎静态负荷半径为0.379米(20英寸),并且车辆具有3.08∶1的主减速比。在制动器释放期间和之后必须将可确定量的向前保持转矩施加到车轮以防止车辆后退。竖线对应于具有对应的保持转矩的示例坡度,如线2-7.2%坡度(265N-m)、线3-11.6%坡度(415N-m)和线4-16%坡度(563N-m)。在4%坡度上的车辆需要155N-m的保持转矩。
该系统优选地通过基于来自纵向传感器64的输入确定路面坡度而起作用,并施加保持转矩,使用推进系统控制到车轮的驱动转矩的幅值。施加的保持转矩包括用基于车辆的确定坡度的偏离转矩进行补偿的爬行转矩。基本爬行功能基于车速确定爬行转矩。这是通过开环控制中的算法确定的,并且与道路坡度无关。爬行转矩的标定设计成以便在平地或水平面(即,0%坡度)上获得特定的加速度对速度曲线。参照图3示出的示例性的0%坡度加速度对速度区域,包括作为速度和变速器输出转矩的函数的车辆加速度性能范围的曲线。在零速度下,在大约120N-m到180N-m的范围内的爬行转矩满足预定的加速度要求,该要求关于图中的实线之间的加速度带示出。当车速增大时,保持在该特定加速度带内所必须的范围的转矩限制减小。以上应用于特定车辆构造,但对于任何车辆可产生相似的曲线。
为了满足在4%坡度上不后退的要求,对于示例车辆,爬行转矩应至少为155N-m,如参照图2所示。爬行转矩无法增大到180N-m以上而不引起车辆在平地上有不可接收的加速度。因此爬行转矩优选地设置在或接近155N-m范围,并且当道路坡度大于4%时,用偏离转矩补偿爬行转矩。通过设置用于4%的道路坡度的爬行转矩,系统能适应约0.03g或3%的最小可检测的传感器读数,而不会由于传感器范围和分辨率而引入误差,并且仍提供被可接受地限制了的平地加速度。
纵向加速度的得知简化了保持转矩的确定,并且因此简化了爬行转矩和偏离转矩的确定,偏离转矩包括保持转矩与爬行转矩之间的差别。纵向加速度传感器64在释放制动踏板之前提供关于坡度的信息。由此基于测量的坡度调节爬行转矩。
纵向加速度传感器64的使用可以在从推进系统到驱动轮施加保持转矩之前确定坡度。优选地当所有以下条件为真时将偏离转矩加到爬行转矩上,所述条件为:制动踏板被踩下,要求的制动力在减小,加速踏板未被压下,以及基于轮速传感器输入的车速为零。在这些条件下,在平地上,加速度计指示零加速度。当车辆停在斜坡上时,加速度计报告与坡度成比例的加速度值。当释放制动踏板时,推进系统将驱动转矩施加到车轮上以减小或消除后退。当制动力矩已知时,系统施加足够的爬行转矩,以保证在给定坡度上施加必须的保持转矩,即,制动与推进的组合。
系统确定道路坡度,并因此能确定保持转矩。当施加到制动踏板的力减小时,偏离转矩优选地增大,以便将到车轮的驱动转矩维持在测量的坡度上的保持转矩。当在传感器读数中有偏移量时,优选地进行额外校验以保证车辆加速度是受控的。
再次参照图2,可实现一系统,其中推进系统对于已知的、测得的坡度在车轮上产生足够的驱动转矩以将车辆保持在零速度。可替换地,可通过补偿爬行转矩值和对于确定的坡度的确定的保持转矩而实现一系统,以获得预定的爬行速度,而与坡度无关。
另外,在制动期间,算法从加速度传感器64读取测量结果以计算作为坡度的函数的保持转矩和作为速度的函数的爬行转矩。施加两个值中最大的,例如,在小于4%的坡度上施加正常爬行转矩,而在大于4%的坡度上施加保持转矩。通过增加两个值,控制系统维持相似的加速度/速度曲线,而与道路坡度无关。
另外,保持转矩的值可乘以与车速成反比例的因数。当车速增大时,因数减小,变为小于在某个预定点的一个值。保持转矩输出随后减小,提供对包括加速度计读数的系统误差的内置补偿。当车速快速增大时,保持转矩迅速减小以减慢车辆。
用于确定爬行转矩和保持转矩的算法的开始需要对制动踏板60的操作者输入的识别。制动踏板的位置或输入是优选的,由此可以在制动压力被完全释放之前开始爬行转矩算法。可替换地,装有制动开关的系统提供某些功能性,虽然具有较多突变。理想地,系统知道制动转矩和后退补偿转矩中的阶段,以将总制动效果保持在制动转矩。
可以无限期地施加后退补偿的持续时间。当无限期地发生后退补偿的施加时,变为等同于斜坡保持功能。这意味着只要在需要的时候就使用保持转矩将车辆保持在斜坡上。在这种情况下,当有来自操作者通过加速踏板的转矩要求时,后退补偿结束。该系统优选地与操作者对制动的使用结合地执行以防止后退。额外的安全措施可构造到控制系统中,以解决由推进系统的延长使用产生的控制车辆的顾虑,包括内燃机过热或超过电池荷电状态极限。
可替换地,在有限量的时间后可逐渐取消后退补偿。当在操作者的脚从制动踏板到加速踏板的转移时间期间用于避免后退时,有限量的时间限制在两到三秒的范围内。此后平稳地逐渐取消后退补偿转矩以避免任何突然的转矩变化。
已专门参考优选实施例和其变型说明了本发明。当阅读并理解说明书时,其它人可做出其它的变型和修改。意在包括在本发明的范围内的所有变型和修改。
Claims (24)
1.一种用于在坡面上将车辆维持在预定速度的系统,包括:
推进系统,该推进系统可操作以将驱动转矩供给到所述车辆的至少一个车轮;
车辆稳定性传感器;以及
控制系统,适于接收来自所述车辆稳定性传感器的信号输入,并响应于所述信号输入控制供给到所述车轮的驱动转矩的幅值。
2.根据权利要求1所述的系统,其特征在于,所述推进系统包括具有至少一个电动轮电动机的系统,所述电动轮电动机由电能存储系统供电。
3.根据权利要求1所述的系统,其特征在于,所述推进系统包括具有变速器系统的混合动力传动系统,所述变速器系统包括由电能存储系统供电的电动机。
4.根据权利要求1所述的系统,其特征在于,所述推进系统包括内燃机和变速器。
5.根据权利要求1所述的系统,其特征在于,所述车辆稳定性传感器可操作以确定所述车辆相对于水平面的方位。
6.根据权利要求5所述的系统,其特征在于,所述车辆稳定性传感器包括纵向加速度传感器。
7.根据权利要求5所述的系统,其特征在于,所述车辆稳定性传感器包括虚拟纵向加速度传感器。
8.根据权利要求1所述的系统,其特征在于,所述控制系统还适于接收来自轮速传感器、加速踏板传感器和制动踏板传感器的信号输入。
9.根据权利要求8所述的系统,其特征在于,所述制动踏板传感器包括指示操作者制动要求的开关装置。
10.根据权利要求8所述的系统,其特征在于,所述制动踏板传感器包括指示操作者制动要求及其幅值的线性装置。
11.根据权利要求8所述的系统,其特征在于,所述控制系统还适于响应于所述接收的信号输入中的至少一个控制所述驱动转矩的幅值。
12.根据权利要求11所述的系统,还包括所述控制系统可操作以基于来自所述车辆稳定性传感器、所述轮速传感器、所述加速踏板和所述制动踏板的信号输入控制所述驱动转矩的方向。
13.根据权利要求12所述的系统,其特征在于,当所述预定车速基本为零、所述车辆稳定性传感器指示所述车辆为非水平方位并且到所述加速踏板的操作者输入基本为零时,所述控制系统控制供给到所述车轮的驱动转矩以将来自所述轮速传感器的输出维持在基本为零输出。
14.根据权利要求1所述的系统,还包括所述控制系统可操作以基于预定条件减小供给到所述车轮的驱动转矩的幅值。
15.根据权利要求14所述的系统,其特征在于,所述预定条件包括经过的时间。
16.根据权利要求1所述的系统,其特征在于,所述车辆包括前轮驱动的车辆。
17.一种在坡面上维持车辆在预定速度的方法,包括:
监测所述车辆相对于水平面的方位;以及
基于所述车辆的方位控制到所述车辆的至少一个车轮的驱动转矩。
18.根据权利要求17所述的方法,还包括:
监测加速踏板输入、制动踏板输入和轮速;以及
还基于加速踏板输入、制动踏板输入和轮速中的至少一个控制所述驱动转矩。
19.根据权利要求18所述的方法,其特征在于,控制驱动转矩包括:
确定所述车辆为非水平方位和加速踏板输入基本为零;以及
控制从电能存储系统供给的能量以控制电动机的驱动转矩的方向和幅值,所述电动机可操作地联接到至少一个车轮上。
20.根据权利要求19所述的方法,其特征在于,将车轮速度保持在预定水平。
21.根据权利要求20所述的方法,其特征在于,控制所述驱动转矩还包括当所述车轮速度基本为零、加速踏板输入基本为零并且制动踏板输入正在减小时增大所述驱动转矩。
22.一种控制到车辆的至少一个车轮的驱动转矩的方法,所述车辆具有推进系统,所述推进系统包括电能存储系统,所述电能存储系统可操作以给电动机供电,所述电动机可操作以将所述驱动转矩输送到所述车轮,所述方法包括:
确定车速、操作者的加速指令和操作者的制动力指令;以及
基于所述车速、所述操作者的加速指令和所述操作者的制动力指令控制所述驱动转矩。
23.根据权利要求22所述的方法,其特征在于,控制所述驱动转矩包括当所述车速基本为零、所述操作者的加速指令基本为零并且所述操作者的制动力指令在减小时增大所述驱动转矩。
24.根据权利要求23所述的方法,还包括:
监测所述车辆相对于水平面的方位;以及
还基于所述车辆的方位控制驱动转矩。
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CN101376334A (zh) * | 2007-08-28 | 2009-03-04 | 福特环球技术公司 | 防止混合动力电动车辆倒溜 |
CN101376334B (zh) * | 2007-08-28 | 2013-07-17 | 福特环球技术公司 | 防止混合动力电动车辆倒溜 |
CN101817313A (zh) * | 2010-04-27 | 2010-09-01 | 上海中科深江电动车辆有限公司 | 电动车辆坡道安全起步控制系统 |
CN102717801A (zh) * | 2012-06-01 | 2012-10-10 | 内蒙古北方重型汽车股份有限公司 | 电动轮非公路自卸车坡起自动防倒滑系统 |
CN102717801B (zh) * | 2012-06-01 | 2015-06-03 | 内蒙古北方重型汽车股份有限公司 | 电动轮非公路自卸车坡起自动防倒滑系统 |
CN103287422A (zh) * | 2013-05-31 | 2013-09-11 | 长城汽车股份有限公司 | 车辆坡路起步的控制方法、控制装置及车辆 |
CN103287422B (zh) * | 2013-05-31 | 2016-12-28 | 长城汽车股份有限公司 | 车辆坡路起步的控制方法、控制装置及车辆 |
CN106585424A (zh) * | 2015-10-19 | 2017-04-26 | 北汽福田汽车股份有限公司 | 电动汽车倒车时的车速限制方法、装置和电动汽车 |
CN106585424B (zh) * | 2015-10-19 | 2019-04-19 | 北京宝沃汽车有限公司 | 电动汽车倒车时的车速限制方法、装置和电动汽车 |
CN109605376A (zh) * | 2019-01-11 | 2019-04-12 | 北京猎户星空科技有限公司 | 一种机器人控制方法、装置、设备及介质 |
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DE102007006352A1 (de) | 2007-10-18 |
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