CN102159439A - 用于调节机动车中发动机驱动装置的方法 - Google Patents
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Abstract
一种用于调节机动车中发动机驱动装置的方法,所述发动机驱动装置具有至少两个其驱动力矩能够独立地得到调节的驱动单元,其中,为确定能耗优化的力矩分配而获取驱动单元在多种不同分配的驱动力矩的情形下的单独能耗之和并从所述单独能耗之和中确定出最优能耗值。
Description
技术领域
本发明涉及一种如权利要求1前序部分所述的用于调节机动车中发动机驱动装置的方法。
背景技术
DE 10 2004 049 324 A1公开了一种具有混合驱动器的机动车的行驶动力学的控制与调节方法,作为发动机驱动装置,所述混合驱动器包括可分别施加驱动力矩的电机和内燃机。电机与内燃机之间的力矩分配是通过多级方法来确定的;在该多级方法中,对发动机参数、调节范围(Stellgrenzen)以及行驶动力学函数均需加以考虑。
发明内容
以此种现有技术为基础,本发明的基本目的是对机动车中具有至少两个驱动单元的发动机驱动装置的驱动力矩进行分配,从而优化能耗。
根据本发明,这一目的是通过权利要求1中的特征得以实现的。各从属权利给出了符合目的的其他改进方案。
根据本发明的方法的前提是机动车的发动机驱动装置具有至少两个能够独立地加以调节的发动机驱动单元。为确定所述至少两个驱动单元之间能够优化能耗的力矩分配方案,首先获取驱动单元在多种不同分配的驱动力矩情形下的单独能耗之和。接着,从单独能耗之和中确定出具有所属之力矩分配方式的最优能耗值。
在这种方法中,从至少两个发动机驱动单元的个数任意选择的运行点中,通过下述方式来确定出各驱动单元之间能够实现能耗优化的实时力矩分配方式:为不同的运行点确定不同的力矩分配方式,然后基于各驱动单元的单独能耗和,确定出每一种力矩组合的总能耗。通过对不同运行点的总能耗进行比较,能够识别出最有利的总能耗以及驱动单元之间相应的力矩分配方式。
这种处理方式的优点在于方法的极大灵活性等,因为其能够将尽可能不相同的机动车内部参数、边界条件以及环境条件考虑在内。该方法优选适用于在线运行(Online-Betrieb),在这种运行方式中,最优能耗值是在机动车运行工作期间,在运行考虑机动车实时内、外部条件下确定得出的。
根据本发明的方法可被应用于具有不同类型之驱动单元的驱动装置上。其可以考虑应用在例如那些具有至少两个构造不同的发动机驱动单元且所述发动机驱动单元优选为一个内燃机与至少一个电动机的混合驱动器上。但是,也可以考虑应用于比如至少由两个电动机或者两个内燃机构成的组合装置。此外,在由三个或多个驱动单元组成的复合装置之中,出于对例如一个电动机与一个内燃机进行能耗优化的目的,也可以相宜地将根据本发明的方法应用于这两个驱动单元上(此种情况下,所述复合装置的附加构件可以是一个或多个其他电动机)。当然,在包含多于两个驱动单元的复合装置中,原则上也可以将所有驱动单元都包括在根据本发明的方法中以进行能耗优化。
对于两个构造不同的发动机驱动单元参与能耗优化的情况,能耗需用可比照的单位来换算。例如,下述情形是恰当的:在具有一个内燃机和一个电动机的混合驱动器中,将电动机的能耗换算成燃料当量(Kraftstoffäquivalent),其中,为电动机供电的电池或蓄能器的化学能是用与电池或蓄能器的充电状态相关联的经济因子(Ökonomiefaktor)来评估的。这种处理方式能够将电池的化学能与来自燃料的能量进行比较。通过经济因子,可以根据实时充电状态对储存在电池中的化学能作出不同的评价。例如,下述情形是符合目的的,即如果电池处于完全充满电的状态,则包含于其中的能量被评估为有利,其能够用于驱动,以便为能量回收阶段(Rekuperation)重新获取新的储存空间。在这种情况下,由于化学能被评估为更加有利,因而力矩分配出现向着电动机方向的移动。相反,如果电池处于低充电状态,那么对于驱动机动车而言,电池中的化学能可被评估为相对更昂贵,因为在低于临界充电状态时,可能需要通过内燃机进行有效充电以避免电池因过度放电而致损;因此在这种情况下,力矩分配向着有利于内燃机的方向移动。
作为机动车内部参数,可以考虑采用发动机特定参数以及传动系参数。另外还可以考虑来自行驶动力学的影响与限制。作为外部影响参量,可以考虑采用环境条件,例如在前车的位置和速度、行车道或者行车路线上的障碍物对等,这些参数可以通过相应的传感器,例如距离探测系统和导航系统来确定。
对于传动系中的限制条件,可以考虑采用例如最大可传送的、不可以超过的驱动力矩,方法是,在一根轴或所有轴上设置最大许可驱动力矩。发动机驱动单元优选在机动车的不同车轴上起作用,但是,在同一车轴上起作用的驱动单元原则上也是可以按照本发明的方法实施调节以优化能耗的。如果驱动单元在不同轴上起作用,那么可以在各个轴上,或者说在传动系中为各个轴均预先设定大小不同或者视情况也可相同的最大驱动力矩。
通过调节行驶动力,例如通过电子稳定性程序(ESP)也可以对力矩分配方式产生影响。行驶动力调节程序的影响结果可以是比如对发动机驱动单元上的可传送力矩或者可传送到车轴上的力矩进行限制。这种对驱动力矩的影响既可以是为了稳定机动车或者避免机动车的不稳定性,也可以是为了改善行驶动力特性而实施;通过比如对力矩进行不同形式的分配从而影响机动车转向性能的方式,尤其可使机动车特性更具运动性。
作为其他的行驶动力学上的影响参量,可以考虑采用车轮或轮胎转差率(Reifenschlupfe)。这可以这样来实现,即,在具有较高转差率的轴上施加比在具有较小转差率的轴上更小的驱动力矩。此外也可以考虑减小驱动力矩,从而将驱动轮侧滑降低到限值之下。
分配到每一驱动单元上的驱动力矩优选处于零到相应驱动单元的最大驱动力矩值之间,其中,零这一值可以通过例如使传动系中断,尤其是通过打开离合器的方式来设置。
附图说明
其他的优点及符合目的的实施例可从其他权利要求、附图及附图说明中获知。其中:
图1 是具有混合驱动器的机动车的示意图,图中额外地示出了用于在混合驱动器的内燃机与电动机之间分配驱动力矩的方框电路图,
图2 是用于评估总能耗的方框电路图,其中总能耗是内燃机与电动机各自的能耗组成的。
具体实施方式
图1中示出的机动车1具有包括内燃机3及电动机7的混合驱动器,其中,内燃机3与电动机7的驱动力矩能够彼此独立地进行调节。内燃机3通过可调节的离合器4和传动机构5将其驱动力矩传递到机动车前轴上。电动机7对后轴6起作用。在示出的实施例中未设置其他驱动单元。
机动车适宜地装备了机动车调节系统。其特别拥有一带有行驶动力调节装置(ESP)的电子制动系统。对各个车轮的制动矩均可进行控制,其中,制动系统根据提供的传感器数据来计算每一车轮实时可传递的轮胎抓地力(Reifenkräfte)。根据传感器数据可以获取每一车轴可传递的最大或最小总力矩。制动系统可以分别通过增加或降低力矩的作用方式来对各个轴驱动装置产生影响,从而能够在行驶动力发生改变的行驶状态中使机动车稳定或保持稳定性。
机动车配备有调节或控制器或者装配有几个独立的调节器及控制器,这些仪器在总体上构成调节或控制器,在该调节或控制器中,将对机动车自有传感机构的传感器信号进行处理并产生用于调节机动车中不同调整单元的调整信号。
在图1左半部分示图中示出了具有代表不同功能的方框10至19的方框电路图,通过这些功能可以影响行驶状态。按照方框10所示,驾驶员预先设定驾驶员期望力矩,在随后的方框12中,该期望力矩与从方框11馈入到方框12中的速度函数进行协调,其中所述速度函数可以是例如速度控制器函数或距离调节系统。
在方框12中,根据所述驾驶员期望力矩与速度函数的不同比例关系获取总驱动力矩,并将其作为输入信号输入到随后的方框13中;在方框13(连同方框14一起)中,对前轴2上的内燃机3与后轴6上的电动机7之间的力矩进行分配。在前、后轴之间的力矩分配要考虑包括发动机边界条件在内的来自传动系的不同边界条件、来自行驶动力调节系统,例如电子稳定性程序(ESP)的边界条件,以及其它优化策略或成本复合函数,特别是由机动车各发动机驱动单元的独立能耗组成的总能耗优化函数。
为确定出利用在内燃机3与电动机7之间进行相应力矩分配而能达到的最优能耗值,在机动车运行工作期间均实施优化算法,通过该优化算法,对于各发动机驱动单元之间的多种不同的驱动力矩分配方式,分别确定出单独能耗,并通过对单独能耗求和而获取最优能耗值。具体而言,这是通过以下方式来实现的:例如将电动机作用于后轴上的驱动力矩从一最小值开始,通过计算的方式一点点增大,并且对于每一力矩值均确定出电动机的实时能耗。因为从与预定之总驱动力矩的差值也可以得出由内燃机所分担的力矩份额,因此在每一迭代步骤(Iterationsschritt)中也能获取内燃机的能耗,这样,对于电动机与内燃机之间从计算角度考虑的每一种力矩分配,既能得知电动机的单独能耗,也能得知内燃机的单独能耗。当在预先确定的力矩步骤(Momentenschritt)中对于给定的电动机驱动力矩总值域而言迭代循环经历完并且考虑了由相应的内燃机所分担的力矩份额的情况下,那么从单独能耗之和中能够为每一迭代步骤确定出最优能耗。同时由此还能够知晓内燃机与电动机之间与此最优能耗值相应的力矩分配方式。
但是,这种力矩分配是由发动机驱动单元、传动系中的传递路径以及即时行驶动力学决定的。此外,也可以有限制地利用机动车外部的条件,例如,行车道,行车路线上的障碍物或者在前面行驶的机动车的位置与特点等。在按照方框13和14对能耗优化的力矩分配方式进行计算时,这些约束条件从方框15和16中流入;在方框15和16中会对前轴(方框15)与后轴(方框16)上的不同边界条件和约束条件进行协调。作为协调方框15和16的输入参数,一方面是来自方框13的能够优化能耗的实时力矩分配方式,另一方面是来自代表ESP系统的方框19以及方框17和18的行驶动力学上的状态参数或约束条件,所述方框17包含内燃机或传动机构关于前轴的边界条件和限制,而方框18则包含电动机与驱动机构关于后轴的边界条件和限制。如果在协调方框15中确定,计算得到的能够优化能耗的力矩分配值由于实时存在的约束条件而不能实现,那么就一相应信号被送到方框13中,从而在对来自协调方框15的输入参数进行相应考虑的基础上重新计算能够优化能耗的力矩分配方式。
在对限制条件进行考虑的情况下最终找到能够使能耗优化的力矩分配值后,相应的信号即被发送给内燃机3和电动机7,必要时也发送给相应的驱动机构调节单元,以便在前轴与后轴上调节出期望的相应驱动力矩。
图2示出了评估实时总能耗的方框电路图,其包括内燃机在前轴上的单独能耗以及电动机在后轴上的单独能耗。在图中,符号“Cr”表示相应的曲轴,“PT1”与“PT2”分别表示前轴与后轴上的传动系,“n”表示计算总能耗的实时迭代步骤。
方框电路图上方支路中的第一方框20包含一力矩传递函数,该函数用于将后轴上的曲轴力矩MCr_PT2换算成后轴上相应的轮驱动矩MRad_PT2。在方框电路图的上方支路中,方框或者说步骤21中的实时迭代步骤n的靠近方框20输出侧的后轴车轮驱动力矩MRad_PT1被从驾驶员期望力矩MRad_Drv中减去,由此可获得实时迭代步骤n的前轴车轮驱动力矩MRad_PT1。该前轴车轮驱动力矩在随后的包含另一力矩传递函数的方框22中被再次转换成相应的前轴曲轴力矩MCr_PT1,后者随后在用于获得内燃机实时转速n_PT1的下一方框23中被换算成内燃机的能耗值。
在方框电路图的下方支路中,与电动机驱动力矩相应的后轴曲轴力矩MCr_PT2在方框25中被乘以电动机的实时转速n_PT2、从而得到电功,这一电功是为获得相应的驱动力矩而必须从电动机电池中取用的。在另外的方框26和27中将考察电动机的有效系数η_Elm和电池的有效系数η_Bat,它们相应地减小了计算出的功率值。由此获得的值随后在方框32中与经济因子ke相乘,这样就获得了一个与所用燃料相当的电功,这一电功在方框24中与内燃机所用燃料做的功相加,从而获得实时迭代步骤n的总能耗P1n(n)。
为多个迭代步骤n确定出电动机的总能耗P1n,其中,每一迭代步骤n代表电动机不同的驱动力矩MCr_PT2的值,并且在考虑到驾驶员期望力矩MRad_Drv的情况下,还代表电动机与内燃机之间的相应力矩分配。接着,从获得的总能耗P1n的总和中可以确定出归属于一定的力矩比例的最小值,所述力矩比例可以通过对内燃机与电动机在汽车的轴上的相应控制而调节得到。
在方框23中考虑的使得来自电池的化学能与来自燃料的功能够进行比较的经济因子ke是在方框28中计算得出的。在方框28中还包含了代表经济因子ke计算模块的方框29至31。首先,确定出电池的理论充电状态SOCsoll与实际充电状态SOCIst之间的差。将该差值作为输入参数输入到方框30中,在所述方框中,用增强因子ki对充电状态的差值求积分,然后在方框31中再加上偏置量k0。所述偏置量k0的值可以例如被置为1,该值代表电池平均充电状态,反之,偏置量k0的值为0则意味着,化学能和燃料的能量被评估成相等。方框30中的积分电路按照记忆方式工作,以便将控制偏差的时延考虑在内。如果电池的放电和充电保持平衡,那么该数值得到平衡。而如果例如放电状态占优势,那么经济因子ke变大,因而电池的化学能被评估为不利于驱动机动车。反过来,电池的化学能被评估为有利,因而在经济因子ke较小时,电动机的操纵是有利的。
Claims (20)
1.用于调节机动车(1)中发动机驱动装置的方法,其中所述发动机驱动装置包括至少两个驱动单元(3、7)并且这两个驱动单元(3、7)的驱动力矩(MRad_PT1、MRad_PT2)能够独立地得到调节,其特征在于,为确定所述驱动单元(3、7)之间能够使能耗优化的力矩分配方式获取所述驱动单元(3、7)在多种不同分配的驱动力矩(MRad_PT1、MRad_PT2)情形下的单独能耗之和并从所述单独能耗之和中确定出具有所属之力矩分配方式的最优能耗值。
2.根据权利要求1所述的方法,其特征在于,所述驱动力矩(MRad_PT1、MRad_PT2)是这样分配的,即,所述驱动力矩(MRad_PT1、MRad_PT2)之和对应于给定的总驱动力矩(MRad_Drv)。
3.根据权利要求2所述的方法,其特征在于,所述总驱动力矩对应于驾驶员的期望力矩(MRad_Drv)。
4.根据权利要求1至3之一所述的方法,其特征在于,所述驱动单元(3、7)作用在不同的汽车轴(2、6)上。
5.根据权利要求1至4之一所述的方法,其特征在于,所述最优能耗值的确定是在机动车(1)运行工作期间实施的。
6.根据权利要求1至5之一所述的方法,其特征在于,对于包括内燃机(3)和至少一个电动机(7)的混合驱动器而言所述电动机(7)的能耗被换算成燃料当量。
7.根据权利要求6所述的方法,其特征在于,在获取所述燃料当量时,为所述电动机(7)供电的电池的化学能是以由所述电池的充电状态所决定的经济因子(ke)来评估的。
8.根据权利要求1至7之一所述的方法,其特征在于,对于包括内燃机(3)和至少一个电动机(7)的混合驱动器而言,在确定的驱动力矩(MRad_PT1、MRad_PT2)下需要释出的功率通过对所述内燃机(3)的燃料供应进行调节。
9.根据权利要求1至8之一所述的方法,其特征在于,能耗优化的力矩划分在设备特定的和/或行驶动力学的极限之内进行。
10.根据权利要求9所述的方法,其特征在于,预先确定汽车轴(2、6)上的最大允许驱动力矩。
11.根据权利要求9或10所述的方法,其特征在于,预先确定汽车轴(2、6)上的最小允许驱动力矩。
12.根据权利要求9至11之一所述的方法,其特征在于,在力矩划分时对所述混合驱动器的部件即电动机(7)的电池的充电状态加以考虑。
13.根据权利要求9至12之一所述的方法,其特征在于,对所述混合驱动器的部件即内燃机(3)与由所述内燃机(3)驱动的汽车轴(2、6)之间的传动系中的力矩减小或中断情形加以考虑。
14.根据权利要求9至13之一所述的方法,其特征在于,对不稳定的行驶状态或者机动车稳定性降低的行驶状态加以考虑。
15.用于实施根据权利要求1至14之一所述的方法的调节或控制器。
16.机动车(1)中的发动机驱动装置,该装置具有如权利要求15所述的调节或控制器。
17.根据权利要求16所述的驱动装置,其特征在于,所述发动机驱动装置被设置为混合驱动器并且该混合驱动器的驱动单元包括内燃机(3)和至少一个电动机(7)。
18.根据权利要求17所述的驱动装置,其特征在于,所述混合驱动器的内燃机(3)作用在第一汽车轴(2)上并且至少一个电动机(7)则作用在另一汽车轴(6)上。
19.根据权利要求16至18之一所述的驱动装置,其特征在于,所述发动机驱动装置包括至少两个电动机(7)。
20.根据权利要求16所述的驱动装置,其特征在于,所述发动机驱动装置包括至少两个内燃机(3)。
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CN103661388A (zh) * | 2012-09-21 | 2014-03-26 | 富士重工业株式会社 | 四轮驱动车的控制装置 |
CN104981368A (zh) * | 2012-12-06 | 2015-10-14 | 标致·雪铁龙汽车公司 | 机动车辆动力机构的联结/断联控制方法 |
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DE102010022749B4 (de) * | 2009-06-25 | 2017-01-12 | Schaeffler Technologies AG & Co. KG | Verfahren zum Steuern eines Kraftfahrzeugs mit Doppelkupplungsgetriebe |
DE102010014971B4 (de) | 2010-04-14 | 2016-05-04 | Audi Ag | Verfahren zum Betreiben eines Kraftfahrzeugs mit zumindest zwei Antrieben sowie Kraftfahrzeug mit zumindest zwei Antrieben |
DE102010015424B4 (de) * | 2010-04-19 | 2016-02-18 | Audi Ag | Antriebsvorrichtung für ein allradgetriebenes Fahrzeug |
DE102010022018B4 (de) * | 2010-05-29 | 2012-08-23 | Audi Ag | Verfahren zum Betreiben eines Fahrzeugs mit Verbrennungskraftmaschine und Generator |
DE102011004862A1 (de) * | 2011-02-28 | 2012-08-30 | Bayerische Motoren Werke Aktiengesellschaft | Bestimmen von Rad- und/oder Achsmomentvorgaben in einem Kraftfahrzeug |
US8849460B2 (en) * | 2012-05-30 | 2014-09-30 | GM Global Technology Operations LLC | Method and apparatus for determining engine pulse cancellation torque |
DE102012018327B4 (de) * | 2012-09-15 | 2017-08-24 | Audi Ag | Verfahren zur Steuerung des Antriebssystems eines Kraftfahrzeugs und Kraftfahrzeug |
DE102012112418A1 (de) * | 2012-12-17 | 2014-06-18 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Verfahren zum Verteilen eines Wunschdrehmomentes |
DE102015000216A1 (de) | 2014-03-11 | 2015-09-17 | Wabco Gmbh | Verfahren zur Ansteuerung von E-Motoren bei seriellen Hybridfahrzeugen oder vollelektrischen Fahrzeugen mit mindestens zwei separat angetriebenen Achsen |
DE102014004522B4 (de) | 2014-03-28 | 2020-11-19 | Audi Ag | Antriebsvorrichtung für ein Kraftfahrzeug |
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- 2009-09-01 JP JP2011526462A patent/JP2012502832A/ja not_active Withdrawn
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CN103661388A (zh) * | 2012-09-21 | 2014-03-26 | 富士重工业株式会社 | 四轮驱动车的控制装置 |
CN103661388B (zh) * | 2012-09-21 | 2016-08-17 | 富士重工业株式会社 | 四轮驱动车的控制装置 |
CN104981368A (zh) * | 2012-12-06 | 2015-10-14 | 标致·雪铁龙汽车公司 | 机动车辆动力机构的联结/断联控制方法 |
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Also Published As
Publication number | Publication date |
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US20110166735A1 (en) | 2011-07-07 |
WO2010031678A1 (de) | 2010-03-25 |
JP2012502832A (ja) | 2012-02-02 |
EP2328787A1 (de) | 2011-06-08 |
CN102159439B (zh) | 2015-06-17 |
DE102008042228A1 (de) | 2010-04-01 |
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