CN102666239A - 用于控制汽车的驱动单元的方法 - Google Patents

用于控制汽车的驱动单元的方法 Download PDF

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CN102666239A
CN102666239A CN2010800533769A CN201080053376A CN102666239A CN 102666239 A CN102666239 A CN 102666239A CN 2010800533769 A CN2010800533769 A CN 2010800533769A CN 201080053376 A CN201080053376 A CN 201080053376A CN 102666239 A CN102666239 A CN 102666239A
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brake pedal
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C·埃尔布古特
F·格拉默
M·弗龙特
G·克雷默
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Bayerische Motoren Werke AG
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2063—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for creeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
    • B60W20/11—Controlling the power contribution of each of the prime movers to meet required power demand using model predictive control [MPC] strategies, i.e. control methods based on models predicting performance
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
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    • B60W30/18127—Regenerative braking
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/085—Changing the parameters of the control units, e.g. changing limit values, working points by control input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/083—Torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/10—Parameters related to the engine output, e.g. engine torque or engine speed
    • F02D2200/1002—Output torque
    • 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
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Abstract

本发明涉及一种用于控制具有自动变速箱或自动化的变速箱的汽车的驱动单元的方法，其中，所述驱动单元包括至少一个驱动马达，该驱动马达在惯性行驶中产生驱动力矩，该驱动力矩根据实时速度作为拖曳力矩或爬行力矩作用到驱动轮上，其中，所述驱动力矩的大小在惯性行驶中通过操作制动踏板而能够至少部分地进行控制。本发明的特征在于，在惯性行驶中施加到驱动轮上的拖曳力矩通过操作制动踏板而能如此控制，使得往驱动轮上施加与对制动踏板的操作相关的、减小的拖曳力矩。

Description

用于控制汽车的驱动单元的方法
技术领域
本发明涉及一种按照权利要求1前序部分所述的方法，用于控制具有自动变速箱或自动化的变速箱的汽车的驱动单元。
背景技术
为了减少燃油消耗和有害物质排放，目前已经发展了各种各样的方法和系统，且部分也已经投入使用。在此，特别要注意配有混合驱动或电驱动的汽车，其中，汽车至少可以部分地纯电动运行，并且由此减少了有害物质排放。
在余能利用（再生）技术范围内还能够实现较少的能量节约。在此，电机将动能在惯性行驶中和/或在制动作用时转化为电能，随后可将该电能存储于能量存储器中。但目前的制动再生系统只能在达到相对较高的速度阈值时回收利用能量，因为余能利用（再生）在这个速度阈值处便终止了。在具有自动变速箱或者自动化的变速箱的汽车中，若制动能量再生在过渡到爬行运行（正的驱动力矩）之前结束，这样就使得驾驶员对制动踏板与汽车减速的配置关系的感觉不舒适。为了避免这一情况，曾通过下述方式来发展改进制动再生系统：在一个较高的速度阈值以下开始将最大的再生力矩线性地随着速度减小，直至达到一个较低的速度阈值至零。由此虽然缓解了上面所述的驾驶员的烦恼，但同时也减小了再生的能源效率，因为是在较小的速度范围内进行余能利用（再生）。
与这种余能利用（再生）系统无关，由DE102005046893A1已知一种用于控制自动的动力换挡变速箱的方法，其中，在汽车惯性行驶中作用于驱动轮的爬行力矩可由驾驶员通过相应地在空行程范围内操作制动元件来控制。所要求的减小的爬行力矩通过至少部分地打开一个配置于所切换的挡位的摩擦换挡元件进行调节。
发明内容
本发明的目的在于，提供一种在能量回收方面和/或在能量消耗方面得以显著改善的、用于在惯性行驶中控制汽车驱动单元的方法。
这个目的通过按照权利要求1所述的方法来实现。有利的改进方案由从属权利要求中得出。
本发明从用于具有自动变速箱或自动化的变速箱的汽车的驱动控制系统出发，在惯性行驶中，即当司机不操纵油门踏板时，该驱动控制系统调定出与速度相关的驱动力矩，该驱动力矩根据汽车的实时速度作为减速的拖曳力矩或作为驱动的爬行力矩而作用到驱动轮上。本发明的特征在于：在惯性行驶中作用到驱动轮上的驱动力矩的大小（并且由此还有惯性行驶过程中汽车的速度）可以由驾驶员通过操作制动踏板（在空行程范围内）至少部分地进行控制。在此，主要是在惯性行驶中施加到驱动轮上的拖曳力矩应该通过操作制动踏板（在空行程范围内）按下述方式控制：使得往驱动轮上施加一个与对制动踏板的操作相关的、减小的拖曳力矩。但是有利的是，在爬行运行中施加到驱动轮上的爬行力矩也可通过操作制动踏板按下述方式控制：使得往驱动轮上施加一个与对制动踏板的操作（在空行程范围内）相关的、减小的爬行力矩。这就意味着，驾驶员可以通过操作制动踏板来调整汽车速度，而不用同时运行摩擦制动器以克服驱动力矩。
通过减小在惯性行驶中所产生的或者施加到驱动轮上的驱动力矩（按照汽车速度为拖曳力矩或爬行力矩）可扩展下述范围，在该范围内，驾驶员可通过制动踏板（使用空行程范围）对驱动装置施加负力矩。
可以通过不同的方式来减小在惯性行驶中作用到驱动轮上的驱动力矩。有利的是－特别是当在惯性行驶中施加的驱动力矩由内燃机提供时，则施加到驱动轮上的减小的拖曳力矩和/或减小的爬行力矩至少部分地通过从驱动马达所产生的驱动力矩中减少一个根据对制动踏板的操作（特别是在空行程范围内）而预先给定的再生力矩来产生。这就意味着，由驾驶员通过制动踏板所要求的减速力矩与由驱动装置所提供的驱动拖曳力矩或爬行力矩按照下面的公式来平衡：
M驱动=M推进/爬行+M制动，在此sgn(M制动)=-1
在此，再生力矩可以在发电机运行（再生运行方式）中通过电动机被施加。优势在于：再生的能量可以存储，并且晚一些可以再提供给驱动装置或者其它系统。
可选地或附加地－特别是当施加的驱动力矩由电动机提供并且驱动力矩的大小能够可变地调节时，施加到驱动轮上的减小的拖曳力矩和/或减小的爬行力矩至少部分地可以由驱动马达通过施加一个减少了预先给定的减小力矩的驱动力矩来产生。也就是说，从一开始就由驱动马达来产生较小的驱动力矩。
有利的是，再生力矩的大小（按第一可选方案）和/或减小力矩的大小（按第二可选方案）可以根据操作行程和/或根据施加到制动踏板上的压力而预先给定，特别是通过以下方式：用提高的偏转或者用提高的压力来预先给定较大的再生力矩和/或减小力矩。附加地，再生力矩的大小和/或减小力矩的大小也受到其它因素，例如实时速度的影响。特别是，在速度很小的时候（接近于零）通过对再生力矩和/或减小力矩的大小相应地施加影响，一方面可实现从拖曳力矩到爬行力矩的柔和过渡，并且另一方面可实现直到静止状态的余能利用（再生）。
根据本发明的方法以及其有利的设计方案可以借助于一种执行的算法或一种相应的组件设置实施于为此而设的控制器中，特别是在发动机控制器中。
附图说明
现在借助于一个实施例来详细解释本发明。
在此，唯一的附图示出了一曲线图，用于示出在惯性行驶中施加在驱动轮上的驱动力矩或者车轮力矩与速度v的关系。
具体实施方式
在该曲线图中，用SM_StdT表示在考虑余能利用（再生）可能性的情况下调定的推进力矩变化曲线，其中，当低于速度阈值vk时，减速的拖曳力矩过渡到驱动的爬行力矩。直至达到速度阈值vu，可将拖曳力矩SM_StdT设定在一个几乎恒定的值上。虚线SM_StdT’示出的是在未利用所建议的算法和由此对拖曳力矩的调整的情况下再生力矩的变化曲线。
用SM_MAX表示基于本发明通过相应的制动踏板操作而能最大调定的推进力矩，该推进力矩可通过最大的余能利用（再生）来实现。借助于双箭头的高度△M可看出：分别通过相应地在空行程范围内操作制动踏板可以使没有操作制动踏板施加的推进力矩SM_StdT降低多少。通过降低推进力矩SM_StdT也使速度阈值vk’发生推移，在低于该速度阈值时，减速的拖曳力矩便过渡到驱动的爬行力矩。SM_Bsp线还示出了示例性的拖曳力矩变化曲线，该变化曲线是布置在不操作制动踏板所能达到的拖曳力矩SM_StdT与通过最大的余能利用（再生）所能达到的拖曳力矩SM_MAX之间。
通过相应的再生装置可由此实现：直至汽车达到静止状态或即将达到静止状态可以进行余能利用（再生），并因此提高了汽车的能源效率。同时，使驾驶员的制动踏板感觉很舒适，并且可以重复再现。此外还扩展了下述范围，在此范围内，驾驶员通过操作制动踏板可以对驱动装置施加负力矩。在过渡到静止状态时，驾驶员必须采用液压方式来安全地保持汽车。为了将这个过渡设计得使驾驶员感到舒适，再生的力矩的量值随着速度减小而变小。

Claims (8)

1.用于控制具有自动变速箱或自动化的变速箱的汽车的驱动单元的方法，其中，所述驱动单元包括至少一个驱动马达，该驱动马达在惯性行驶中产生驱动力矩，该驱动力矩根据实时速度作为拖曳力矩或爬行力矩作用到驱动轮上，其中，所述驱动力矩的大小在惯性行驶中通过操作制动踏板而能够至少部分地进行控制，其特征在于，在惯性行驶中施加到驱动轮上的拖曳力矩（SM_StdT）通过操作制动踏板而能够按下述方式控制：使得往驱动轮上施加一个与对制动踏板的操作相关的、减小的拖曳力矩（SM_MAX，SM_Bsp）。
2.按照权利要求1所述的方法，其特征在于，往驱动轮上施加一个与对制动踏板在空行程范围内的操作相关的、减小的拖曳力矩（SM_MAX，SM_Bsp）。
3.按照权利要求1或2所述的方法，其特征在于，在惯性行驶中施加到驱动轮上的爬行力矩（SM_StdT）通过操作制动踏板而能够按下述方式控制：使得往驱动轮上施加一个与对制动踏板的操作相关的、减小的爬行力矩（SM_MAX，SM_Bsp），优选是一个与对制动踏板在空行程范围内的操作相关的、减小的爬行力矩（SM_MAX，SM_Bsp）。
4.按照前述权利要求中任一项所述的方法，其特征在于，施加到驱动轮上的所述减小的拖曳力矩（SM_MAX，SM_Bsp）和/或减小的爬行力矩（SM_MAX，SM_Bsp）至少部分地通过从驱动马达所产生的驱动力矩中减少一个根据对制动踏板的操作而预先给定的再生力矩（ΔM）、特别是减少一个根据对制动踏板在空行程范围内的操作而预先给定的再生力矩（ΔM）来产生。
5.按照权利要求4所述的方法，其特征在于，所述再生力矩（ΔM）在发电机运行中通过一电动机被施加。
6.按照前述权利要求中任一项所述的方法，其特征在于，施加到驱动轮上的所述减小的拖曳力矩（SM_MAX，SM_Bsp）和/或减小的爬行力矩（SM_MAX，SM_Bsp）至少部分地由驱动马达通过施加一个减少了预先给定的减小力矩的驱动力矩来产生。
7.按照权利要求3至4中任一项所述的方法，其特征在于，所述再生力矩的大小（ΔM）和/或所述减小力矩的大小根据操作行程和/或根据施加到制动踏板上的压力、特别是根据在空行程范围内施加到制动踏板上的压力而预先给定。
8.按照权利要求6所述的方法，其特征在于，所述再生力矩的大小（ΔM）和/或所述减小力矩的大小附加地根据实时速度而预先给定。
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