CN102686434A - 汽车的驱动装置的运行方法和汽车的驱动装置 - Google Patents
汽车的驱动装置的运行方法和汽车的驱动装置 Download PDFInfo
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Abstract
本发明涉及一种用于汽车的驱动装置(1)的运行方法,所述驱动装置包括至少一个内燃机(2)和至少一个电机(3),其中,求出行驶阻力,特别是坡度,并且内燃机(2)根据这些数据运行。其中规定,内燃机(2)根据预期的行驶阻力(Fr(t0+T))运行,所述预期行驶阻力根据当前的行驶阻力(Fr(t0))确定。此外,本发明还涉及一种用于汽车的驱动装置(1)。
Description
本发明涉及一种用于汽车的驱动装置的运行方法,所述驱动装置包括至少一个内燃机和至少一个电机,其中,求出行驶阻力,特别是坡度,并且驱动装置根据这些数据运行。
此外,本发明还涉及一种汽车的驱动装置,特别是用于执行上述方法的驱动装置,所述驱动装置包括至少一个内燃机和至少一个电机,并且具有用于检测行驶阻力,特别是坡度的装置。
现有技术
现有技术已公开本文开头所述类型的方法和驱动装置。现代汽车越来越多地具有所谓的混合动力驱动装置。在这些混合动力驱动装置中除了内燃机外还有至少一个电机供提供驱动转矩使用。这种类型的混合驱动装置通常包括一种能实现纯电动行驶运行的途径。在所述纯电动行驶运行中关闭内燃机,以节省燃油,并且减有害物质的排放。当这种类型的汽车的驾驶员需要一种驱动转矩,而电机又不能单独地提供这种驱动转矩时起动内燃机。当内燃机借助同一电机-此电机在电动行驶时是负责牵引力-起动时为了起动内燃机必须储备为此所需的转矩。从本申请公司的一个还未公布的专利申请中已公开将当前的坡度确定为行驶阻力,并且根据这个阻力起动内燃机。当在电动行驶运行期间例如由于行驶路面坡度的变化,或者也由于驶过道肩面而出现行车阻力的提高,这时为了保证汽车的牵引力所需要的转矩的需求增加了。这种情况可由驾驶员通过相应地操作行驶踏板予以平衡,通过这一措施起动内燃机。然而,在内燃机起动之前,并且在内燃机的全部转矩提供使用之前已过去片刻时间。这对行驶感觉造成不良影响。其中,按照驱动装置的这种设计在内燃机起动期间甚至会出现牵引力中断的情况,特别是在爬坡时这对行驶舒适性有负面影响。
发明内容
根据本发明的方法规定,内燃机根据预期的行驶阻力运行,所述预期的行驶阻力是根据当前的行驶阻力确定的。其中,将具有驱动装置的汽车应克服的或者应驶过的斜坡作为优选的行驶阻力考虑。这样,除了确定当前的行驶阻力之外还要进行给出对预期的行驶阻力提供说明的预测。通过对预期的行驶阻力的了解可在需要它们转矩之前就已经起动驱动装置的内燃机。通过这一措施可避免在这些情况中或者在这些瞬间,其需要高的驱动转矩时,起动内燃机。此外,借助确定的预期的行驶阻力可防止内燃机停机,这样,可能进行的内燃机的起动过程才变得完全没有必要。优选地为了检测当前的坡度使用倾斜度传感器。除此之外优选地还使用汽车导航系统的数据。现代导航系统除了两维显示或计算行车路线外也考虑高度数据,并且因此也考虑出现的坡度。通过考虑导航系统的数据可有预见地采用相应的策略,这种策略是在一种对行驶运行不造成干扰的时刻起动内燃机。
有利地在确定预期的行驶阻力时考虑当前的行驶阻力变化。为此,检测或者确定当前的行驶阻力的时间变化。通过时间的变化可估算未来的或者预期的行驶阻力。特别优选地为了确定预期的行驶阻力使用当前的行驶阻力变化外推当前的行驶阻力。通过这种方法产生的特性曲线简单的方式方法说明预期的行驶阻力。
优选地当超过可预定的阈值时通过确定的预期的行驶阻力起动内燃机。也就是说,当预期的行驶阻力超过阈值时,即在当前的行驶阻力达到阈值之前内燃机就已起动,这样就避免了对行驶舒服度有负面影响的减速或者令人不舒服的急冲。
此外还规定,在确定预期的行驶阻力时考虑用于当前的行驶阻力变化加权的至少一个参数。因此规定,根据框架条件对当前的行驶阻力变化进行加权。
优选地将汽车速度作为用于加权的参数考虑。因此,优选地在低速时-在此时牵引力的中断在内燃机的起动时有特别干扰地作用-所选择的参数,或者所加权的参数要比高的汽车速度时的更大。
代替地或者附加地将用于加权的可规定的(固定的)时间数值作为参数考虑。特别优选地如上所述地时间数值根据汽车速度而发生变化。
最后规定,根据电机的当前可能的驱动转矩选择可规定的阈值。电机的当前可能的驱动力矩特别是与在配属于它的蓄能器中存储的能量有关。当蓄能器放电时这导致减少电机的最大可能的驱动转矩。通过这一措施,即根据当前可能的,也就是最大可能的驱动转矩选择可规定的阈值,就可考虑电存储器的这种实际情况或者充电状态。通过这一措施保证,即使在蓄能器部分地放电时提高的行驶阻力也不会损害行驶舒适性。代替地也可直接根据配属于电机的电存储器的充电状态选择可规定的阈值。
根据本发明的驱动装置的优点在于,用于检测行驶阻力,特别是坡度的装置可根据当前的行驶阻力确定预期的行驶阻力,并且根据预期的行驶阻力触发内燃机。合适地如此地设计这种装置,即它根据预期的行驶阻力引入内燃机的起动和/或停车。所述装置可以控制器或者控制器-结构的形式存在。因此,特别是在后一种情况中所述装置可以包括行驶阻力检测装置以及内燃机的控制器,其中,行驶阻力检测装置将信号传输到内燃机的控制器,所述控制器或者是首先分析这些信号并且根据这些信号触发内燃机,或者是通过这些信号直接被控制。
优选地所述装置,特别是行驶阻力检测装置具有至少一个倾斜度传感器。借助这个倾斜度传感器可以特别简单的方式和方法将具有驱动装置的汽车在其上的行车道的坡度或者倾斜度作为行驶阻力检测。其中,从逻辑上讲行车道的坡度或者倾斜度是沿汽车的行驶方向上观察坡度或者倾斜度。
最后规定,所述装置包括用于检测当前的汽车速度和/或电机的当前可能的驱动转矩的机构。用于检测电机的当前可能的驱动转矩的机构优选地是一种电路和/或用于检测或者确定配属于电机的蓄能器的充电状态的装置。将蓄能器的充电状态用作电机可能的,也就是当前最大可能的驱动力矩的基础。用于检测当前的汽车速度的机构优选地是通常的汽车速度传感器。优选地将电机设计成起动器-马达-发电机。这样电机既可是内燃机的起动器或者是开动器,也可是发电或者发动机式可运行的电机,这种电机可用于为汽车提供驱动转矩或者用于产生电能。
下面借助附图对本发明进行更加详细的说明。
图1:简图示出的驱动装置
图2:用于驱动装置运行的有利方法的一个实施例
图3A和B:预期的行驶阻力的两个实施例。
图1简图示出汽车的驱动装置1。所述驱动装置1包括内燃机2和电机3。其中,将电机3设计为起动器-发动机-发电机4,并且为此用它的转子与内燃机2的曲轴不相对转动地连接,这样,通过电机3的发动机式的运行可以起动内燃机2。由内燃机2和/或电机3产生的驱动转矩通过接通离合器5可传递到变速器6,它的输出轴与汽车的驱动车轮7连接。所述变速器6可以是一种手动的,也可以是一种自动的变速器。其中也可以是一种具有无级可调的传动比的变速器。此外,驱动装置1还包括控制器8,它主要用于协调地触发内燃机2和电机3。此外,控制器8还与用于检测行驶阻力的装置9连接,所述装置9设计成倾斜度传感器10。最后控制器8与一个用于检测配属于电机3且可再次充电的蓄能器12的充电状态的装置11连接。
现在借助图2、3A和B对用于运行驱动装置1的一种有利的方法加以说明。
首先在第一步骤13中汽车的驱动装置1投入运行。在第二步骤14中合适地根据驾驶员的愿望力矩确定应使用所述驱动装置2、3中的哪一种装置。首先应以此为依据,即在起动了驱动装置1之后首后是电动运行,也就是说只由电机3提供驱动转矩,而内燃机2是关闭的,并且优选地借助在图1中未示出的其它离合器与其它的驱动系统脱耦。这例如可以是这样一种情况,即当蓄能器12的充电状态位于可规定的阈值之上时。在纯电动运行时只通过电机3提供驾驶员的愿望转矩。在接下来的步骤15和16中根据运行的选择以及驾驶员的愿望力矩给内燃机2(步骤15)以及电机3(步骤16)规定相应的,驱动转矩。
在现代汽车中,其中,为了减小燃油消耗和为了减少排放而关闭内燃机2,并且暂时进行纯电动行驶,可在电机3驱动转矩不够用的情况下起动内燃机2,为的是由它提供驱动转矩。例如当汽车处于斜坡上通过发动机式运行的电机3起动内燃机2时,其特别是在双作用离合器变速器中采用集成的电机会导致牵引力的中断并且因此导致可感觉到的并且对行驶舒适性有负面影响的急冲。
因此,在接下来的步骤17中根据预期的行驶阻力,特别是根据预期的坡度对内燃机2的运行进行控制。在这种情况中基本上是如下地控制内燃机2的运行,即接通内燃机或者避免关闭内燃机。
在本实施例中将汽车所在的行车道的坡度,例如停车楼驶出道等的坡度作为行驶阻力考虑。为此,首先在另一步骤18中借助倾斜度传感器10检测当前的坡度。在接下来的步骤19中根据检测的当前坡度确定当前的坡度变化。然后在接下来的步骤20中从当前的坡度和当前的坡度变化中确定预期的坡度,也就是所预期的行驶阻力。这可使用下述方程式得出:
其中,Fr(t0)表示当前的行驶阻力,Fr(t0+T)表示预期的、断定的行驶阻力,其中,t0表示计算/确定预期的行驶阻力或者预期的坡度的当前时间点。有利地根据当前的汽车速度和/或可规定的时间值对当前的坡度变化,也就是通常的行驶阻力变化进行加权。为此数值T可以是一种固定的,可规定的时间间隔。所述时间间隔根据情况确定或者是变化的。当根据当前的汽车速度确定数值T,或者该数值变化时,则在汽车低速时-在此低速时牵引力的中断特别是起干扰的作用-优选地比汽车高速时选择更大的数值T。为此合适地在步骤21中检测汽车的当前速度。
在步骤17中将预期的行驶阻力和可规定的阈值S进行比较。合适地根据电机的当前可能的驱动转矩确定阈值S。为此优选地在步骤22中借助装置11检测蓄能器12的充电状态,并且根据它的充电状态确定阈值S。因为在蓄能器12充满时电机3可在更长的时间间隔内比蓄能器12处于放电状态时提供更高的转矩,所以随着蓄能器12充电状态的下降阈值S也减小。
在步骤17中当检测到由预期的行驶阻力或者预期的坡度超过阈值时,则在当前的行车阻力相当于先前确定的预期的行驶阻力之前起动内燃机2,这样,在这一时刻,即在此时刻中为了克服预期的行驶阻力驱动装置必须提供总的驱动转矩,已有足够的内燃机驱动转矩提供使用,并且特别是在临界状况时不再发生牵引力中断的情况。
图3A和图3B分别示出预期的行驶阻力和规定的阈值的比较情况。为此分别示出时间t的特性曲线23(图3A)和特性曲线24(图3B),其中,特性曲线23、24分别表示行驶阻力(实线)和预期的行驶阻力(虚线)的大小Fr。这两种情况中在时刻t0如上所述地确定当前的行驶阻力Fr(t0)和当前的行驶阻力变化(dFr/dt)。通过外推法从中计算出时刻t0+0个的预期的行驶阻力(Fr(t0+T)),如通过虚线示出的。在图3A的第一种情况中所产生的特征线23与可规定的阈值S相交,而在时刻t0+T时刻特征线24仍然位于阈值S的下面。其在于,在时刻t0在虚线中有不同的当前的行驶阻力变化和因此有不同的坡度。当预期的行驶阻力Fr(t0+T)超过阈值S,如图3A所示,在时刻t0,在结束步骤25中如图1所示起动内燃机。否则,当例如存在特征线24的情况时,则继续进行驱动装置的纯电动行驶运行。
当汽车停在其预期的坡度超过阈值的路段上时内燃机2有利地不是自动地像例如在平坦路面上行驶那样停车,这样立即为继续行驶提供足够的转矩,从而特别是可避免在斜坡上起动时发生倒滑的情况。有利地通过预期的行驶阻力影响停车中的驱动装置的特性。例如当汽车停在其坡度值超过阈值S的坡道上时已借助产生准备行驶,也就是通过起动驱动装置1(点火和在必要时选择变速杆位置D)起动内燃机。采用这些措施直接在汽车起动之后就有内燃机和电机的全部的驱动转矩提供给这种类型汽车的驾驶员使用。
此外,断定或者确定预期的行驶阻力可用于防止内燃机的停车,这样,通过断定预告而进行的内燃机2起动过程才变得完全没有必要。当预期的行驶阻力Fr(t0+T)超过可规定的阈值S时合适地不断开正在运行中的内燃机2。规定,在另一实施例中不管内燃机2是否运行都总要确定预期的行驶阻力。
总之,在此通过此文给大家提供一种方法和一种装置。这种方法和装置可以简单的方式方法通过确定预期的行驶阻力而提高行驶舒适性。
Claims (10)
1.用于汽车的驱动装置(1)的运行方法,所述驱动装置包括至少一个内燃机(2)和至少一个电机(3),其中,求出行驶阻力,特别是坡度,并且内燃机(2)据此运行,其特征在于,内燃机(2)根据预期的行驶阻力(Fr(t0+T))运行,所述预期行驶阻力根据当前的行驶阻力(Fr(t0))确定。
2.按照权利要求1所述的方法,其特征在于,为了确定预期的行驶阻力(Fr(t0+T))考虑当前的行驶阻力变化(dFr/dT)。
3.按照前述权利要求中的任一项所述的方法,其特征在于,当超过可预定的阈值(S)时通过确定的预期的行驶阻力(Fr(t0+T))起动内燃机(2)。
4.按照前述权利要求中的任一项所述的方法,其特征在于,在确定预期的行驶阻力(Fr(t0+T))时考虑至少一个给当前的行驶阻力变化(dFr/dT)加权的参数。
5.按照前述权利要求中的任一项所述的方法,其特征在于,将汽车速度作为参数考虑。
6.按照前述权利要求中的任一项所述的方法,其特征在于,将可规定的时间值(T)作为参数考虑。
7.按照前述权利要求中的任一项所述的方法,其特征在于,根据电机(3)的当前可能的驱动转矩选择可规定的阈值(S)。
8.用于汽车的,特别是用于执行按照前述权利要求中的任一项或者多项所述的方法的驱动装置(1),所述驱动装置包括至少一个内燃机(2)和至少一个电机(3),并且具有用于检测行驶阻力,特别是坡度的设备(9),其特征在于,所述设备(9)根据当前的行驶阻力Fr(t0)确定预期的行驶阻力(Fr(t0+T)),并且根据预期的行驶阻力(Fr(t0+T))触发内燃机(3)。
9.按照权利要求8所述的驱动装置,其特征在于,所述设备(9)具有至少一个倾斜度传感器(10)。
10.按照权利要求中的任一项所述的驱动装置,其特征在于,所述设备(9)包括用于检测汽车当前速度和/或电机(3)的当前可能的驱动转矩的机构。
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