CN101801751A - 在汽车中在变速器的换挡过程中用于影响牵引力的方法和装置 - Google Patents
在汽车中在变速器的换挡过程中用于影响牵引力的方法和装置 Download PDFInfo
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Abstract
本发明涉及一种在具有至少两个驱动轴的汽车中用于在变速器的换挡过程中影响牵引力的装置和方法,其中,对第一轴的驱动系统进行如此的控制,即对在变速器的换挡过程中在第二轴上出现的牵引力中断至少部分地进行补偿。
Description
现有技术
本发明是涉及在具有独立权利要求的前序部分特征的汽车中在变速器的换挡过程中用于影响牵引力的方法和装置。
许多汽车装配有两个轴,其中在大多数情况下只驱动一个轴。通常这个轴借助变速器和离合器与内燃机耦合。变速器通常有这样的特性,即它们必须是无载荷地转换。为此,通过打开离合器使内燃机和余下的传动链分离。只要离合器是开着的就没有牵引力可传递。这导致在用一个变速器的换挡过程中出现牵引力中断。由于F=m*a,所以牵引力是所出现的汽车加速度的直接标准,因此,牵引力的扰动也总是汽车加速度的扰动。汽车加速度的突然的扰动或者增加使汽车中的乘客感到一种冲击。DE 3542059 C1公开了一种混合动力汽车驱动装置。在这种驱动装置中一个驱动轴的两个车轮被一个内燃机通过一个具有一个可变的传动比的齿轮传动机构驱动,并且另一个驱动轴的车轮可由一个或者多个电机驱动。
发明内容
本发明涉及在汽车中在变速器的换挡过程中用于影响牵引力的一种方法和一种装置。
本发明的核心是可提高具有作用到不同轴上的驱动系统的汽车的换挡舒适性。这是通过对牵引力中断进行至少部分的补偿达到的。所述牵引力中断是在换挡过程中在通过打开驱动轴的离合器时出现的。为此借助根据本发明的装置对另一轴上的驱动系统进行如此的触发,即对牵引力中断至少部分地进行补偿。
通常在换挡过程之前和之后起作用的牵引力的大小是不相同的。在换入到更高的挡位时直接在换挡前一个比直接换挡后更高的牵引力在起作用,因为变速器的传动比在更高的挡位时比较小。在换入到一个更低的挡位时相应地在换挡后一个比换挡前更高的牵引力在起作用。下面用牵引力水平表示换挡前和后的牵引力的相应的数值。
因此,借助根据本发明的装置不仅至少部分地补偿牵引力中断,而且还能实现从换挡前的牵引力水平到换挡后的牵引力水平的过渡。
通过在从属权利要求中所列的措施可有利地进一步发展和改进在独立权利要求中所说明的装置。
有利地可规定换挡过程中的牵引力曲线。使用这个曲线例如可直接转换驾驶员愿望,例如一个通过加速踏板请求的用于汽车的加速的扭矩。
在本发明的另一有利的方案中规定,在高的汽车加速的意义上设计这种触发。通过这一措施例如可将加速到最高速度的持续时间最小化。
在本发明的另一有利的方案中规定,在换挡过程中使通过牵引力的中断所引起的汽车加速度的下降和接着的增高、并且特别是与此相关地感觉到的冲击最小化,其做法是将两个牵引力水平之间的牵引力曲线的斜度最小化。
特别有利的是如此地控制换挡过程中的牵引力曲线,即不超过用于改变汽车的加速度的极限值。
本发明的另一有利的方案规定,即使在换挡过程中也可根据驾驶员的愿望实施牵引力曲线。这样,例如甚至在换挡过程中也可根据驾驶员的愿望调节汽车的加速度。
在换挡过程之前和之后的用于调节牵引力水平所需的驱动系统的扭矩实际上例如由于驱动系统中的死时间以某种时间的滞后进行调节。因此在本发明的另一有利的方案中规定,在换挡的愿望之后相应延缓对离合器的触发,以保证尽可能汽车加速度无下降和无增加、特别是没有与此相关的可感觉到的冲击地调换相应的扭矩,或者更换在两个驱动轴上作用的扭矩。
在附图中示出了本发明的一些实施例,在下述说明中对本发明的这些实施例进行更加详细的说明。
这些附图是:
图1:在汽车中用于在变速器的换挡过程中影响牵引力的装置。
图2:用于在汽车换挡过程中至少部分地补偿牵引力中断的方法。
图3:换挡过程中无补偿的牵引力曲线。
图4:换挡过程中有补偿的牵引力曲线。
具体实施方式
图1示出在汽车101中在变速器102的换挡过程中用于影响牵引力的装置105。为该汽车设置了两个驱动轴103、104。为驱动轴103设置了驱动系统106。在这个实施形式中将驱动系统106设计成一个电机。为驱动轴104设置了驱动系统107。这个驱动系统在本实施形式中由一个内燃机108和变速器102构成。控制器105分别和驱动系统106和107电连接,这样,可进行双向的数据和信号传输。
图2示出在汽车中的换挡过程中至少部分地补偿牵引力中断的一种方法。在方法步骤202中检测是否应该进行一次换挡过程。若不应进行换挡过程,此方法以方法步骤204结束。若应该进行一个换挡过程则此方法分支到方法步骤203。在方法步骤203中
-确定实际的牵引力,
-计算换挡过程之后的牵引力,
-计算从当前的牵引力过渡到换挡过程之后的牵引力的牵引力曲线。
在换挡过程中如此地触发另一驱动装置,即这个另一驱动装置根据所计算的牵引力曲线补偿通过换挡过程所引起的牵引力中断。在换挡过程结束后以该方法以方法步骤204结束。这些所述步骤可以循环重复和执行。
图3示出了在一个换挡过程中无补偿的牵引力曲线。在该图中示出了牵引力和时间的关系。在换挡过程开始之前牵引力位于一个高的水平。在换挡过程中借助驱动轴的离合器分离驱动系统,这样就不再能传递牵引力了。在换挡过程结束之后离合器重新接通,并且一种牵引力又对液压于当前的扭矩和变速器的传动比作用。
下面的附图标记是表示:
-M_prim 主驱动装置的有效力矩
-M_sec 次驱动装置的有效力矩
-i_prim_old 换挡前的实际的变速器传动比
-i_prim_new 换挡后的实际的变速器传动比
-i_sec 次驱动装置的实际传动比
-F 合成的牵引力
通常牵引力为:
-F=M_prim*i_prim+M_sec*i_sec。
在换挡过程中离合器被打开,通过主驱动装置不能传递牵引力,在此种情况下
-F=M_sec*i_sec。
有效的力矩是通过驾驶员的愿望确定的。在最简单的情况中牵引力只通过主驱动装置提供,次驱动装置不提供贡献。在换挡时间段中也是以恒定的驾驶人员的愿望,并且因此也是以恒定的主传动力矩为依据。通过换挡所引起的传动比的变化引起换挡之前和之后的牵引力的偏差。换挡前的情况是:
-F_旧=M_prim*i_prim_old
换挡后的情况是:
-F_新=M_prim*i_prim_new
换挡过程中的情况是:
-F_换挡=M_sec*i_sec
通过合适地选择次驱动装置的力矩M_sec可对换挡过程中的牵引力F_换挡施加影响。
换挡期间对牵引力F_旧的全部补偿为:
-F_换挡=F_旧,
因此M_sec=M_prim*i_prim_old/i_sec。
当换挡的持续时间t_换挡为已知时,也可如此地选择次驱动力矩M_sec,即在F_旧和F_新之间达到一个尽可能线性的转换。然后得出下式:
-F_换挡(t)=F_旧+t*(F_新-F_旧)/t_换挡。
从中又可计算出M_sec:
-M_sec(t)=
M_prim*(i_prim_old+t/t_换挡*(i_prim_new-i_prim_old))/i_sec。
图4示出了在换挡过程中具有补偿的牵引力曲线。在该图中示出了牵引力和时间的关系。实线描述的是轴上的牵引力曲线。变速器法兰连接在该轴上。在换挡过程中没有牵引力传递到该轴上。可将该曲线和图3的曲线进行比较。虚线描述的是另一轴上的牵引力曲线,另一驱动系统对这个另一轴施加作用。通过这一措施在换挡过程期间至少部分地对牵引力进行了补偿。通过对第二驱动系统的触发达到牵引力从换挡过程前的高水平到换挡过程后的较低水平的过渡。按照对第二驱动系统的触发可实现一种跳跃式的,线性的,或者也可自由选择的过渡。
Claims (8)
1.用于在汽车(101)中在变速器(102)的换挡过程中影响牵引力的装置,所述汽车具有
-至少两个驱动轴(103、104),
-至少一个变速器(102),其特征在于,在换挡过程中触发第一轴(103)的驱动系统(106),从而在变速器(102)的换挡过程中在第二轴(104)上出现的牵引力中断至少部分地得到补偿。
2.按照权利要求1所述的装置,其特征在于,在换挡过程中触发第一轴的驱动系统,从而按可预定的方式产生换挡过程中的牵引力曲线。
3.按照权利要求2所述的装置,其特征在于,在换挡过程中在高牵引力的意义上触发第一轴的驱动系统。
4.按照权利要求2所述的装置,其特征在于,在换挡过程中在牵引力的小的干扰和增加的意义上,特别是在小的换挡冲击意义上触发第一轴的驱动系统。
5.按照权利要求2所述的装置,其特征在于,实现换挡过程中的牵引力曲线,从而不超过用于改变牵引力的极限值。
6.按照权利要求2所述的装置,其特征在于,牵引力曲线和驾驶员的愿望有关,其中,特别是规定在换挡过程中采集驾驶员的愿望。
7.按照权利要求1所述的装置,其特征在于,在换挡的愿望之后延缓对离合器的触发,以保证在两个驱动轴上在尽可能无牵引力下降和增加,特别是在无与此相关的可感觉的冲击的情况下变换作用的转矩。
8.在汽车中在换挡过程中用于至少部分地补偿牵引力中断的方法,所述汽车具有
-至少两个驱动轴,
-至少一个变速器,
其特征在于,触发第一轴的驱动系统,从而在变速器换挡过程(202)中在第二轴上出现的牵引力中断至少部分地得到补偿(203)。
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DE102007044005.9 | 2007-09-14 | ||
DE102007044005A DE102007044005A1 (de) | 2007-09-14 | 2007-09-14 | Verfahren und Vorrichtung zur Beeinflussung der Zugkraft während Schaltvorgängen eines Schaltgetriebes bei Fahrzeugen |
PCT/EP2008/061973 WO2009037158A2 (de) | 2007-09-14 | 2008-09-10 | Verfahren und vorrichtung zur beeinflussung der zugkraft während schaltvorgängen eines schaltgetriebes bei fahrzeugen |
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EP (1) | EP2193061B1 (zh) |
JP (2) | JP2010538896A (zh) |
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AT (1) | ATE517007T1 (zh) |
DE (1) | DE102007044005A1 (zh) |
WO (1) | WO2009037158A2 (zh) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
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CN104139777A (zh) * | 2013-05-08 | 2014-11-12 | 万都株式会社 | 车辆行驶控制装置和方法 |
CN111824156A (zh) * | 2019-04-11 | 2020-10-27 | Zf 腓德烈斯哈芬股份公司 | 用于作业机械的行驶驱动系统 |
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DE102010028023B4 (de) | 2010-04-21 | 2021-11-11 | Zf Friedrichshafen Ag | Verfahren zum Betreiben eines Antriebsstrangs |
DE102013016756B4 (de) | 2013-10-10 | 2015-07-09 | Audi Ag | Verfahren zum Betreiben eines Triebstrangs für einen allradbetreibbaren Kraftwagen |
EP4048539B1 (en) | 2019-10-24 | 2023-09-06 | Volvo Truck Corporation | A vehicle axle, in particular a motorized axle, on which several electric motors are mounted |
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2008
- 2008-09-10 AT AT08803940T patent/ATE517007T1/de active
- 2008-09-10 CN CN200880107149.2A patent/CN101801751B/zh active Active
- 2008-09-10 EP EP08803940A patent/EP2193061B1/de active Active
- 2008-09-10 KR KR1020107005475A patent/KR20100072186A/ko not_active Application Discontinuation
- 2008-09-10 JP JP2010524474A patent/JP2010538896A/ja active Pending
- 2008-09-10 WO PCT/EP2008/061973 patent/WO2009037158A2/de active Application Filing
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CN104139777A (zh) * | 2013-05-08 | 2014-11-12 | 万都株式会社 | 车辆行驶控制装置和方法 |
CN104139777B (zh) * | 2013-05-08 | 2017-08-25 | 万都株式会社 | 车辆行驶控制装置和方法 |
CN111824156A (zh) * | 2019-04-11 | 2020-10-27 | Zf 腓德烈斯哈芬股份公司 | 用于作业机械的行驶驱动系统 |
CN111824156B (zh) * | 2019-04-11 | 2024-04-16 | Zf腓德烈斯哈芬股份公司 | 用于作业机械的行驶驱动系统 |
Also Published As
Publication number | Publication date |
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WO2009037158A3 (de) | 2009-08-06 |
CN101801751B (zh) | 2014-12-31 |
JP2012158325A (ja) | 2012-08-23 |
EP2193061B1 (de) | 2011-07-20 |
ATE517007T1 (de) | 2011-08-15 |
WO2009037158A2 (de) | 2009-03-26 |
JP2010538896A (ja) | 2010-12-16 |
DE102007044005A1 (de) | 2009-03-19 |
KR20100072186A (ko) | 2010-06-30 |
EP2193061A2 (de) | 2010-06-09 |
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