CN102712247A - 具有至少两个单轮驱动单元的车辆 - Google Patents

具有至少两个单轮驱动单元的车辆 Download PDF

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CN102712247A
CN102712247A CN201180005883XA CN201180005883A CN102712247A CN 102712247 A CN102712247 A CN 102712247A CN 201180005883X A CN201180005883X A CN 201180005883XA CN 201180005883 A CN201180005883 A CN 201180005883A CN 102712247 A CN102712247 A CN 102712247A
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torque
soll
theoretical
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theoretical torque
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CN102712247B (zh
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A·克鲁斯
R·迈尔
M·魏因
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Audi AG
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    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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Abstract

本发明涉及一种车辆，其具有至少两个驱动轮（17，19），所述驱动轮可分别由尤其结构相同地被确定尺寸的单轮驱动单元（13，15）驱动，所述单轮驱动单元可利用控制装置（21）控制，该控制装置计算一理论转矩（Msoll），该理论转矩可在一转矩分配单元（23）中分成用于第一驱动单元（13）的第一理论转矩（Msoll,1）和用于第二驱动单元（15）的第二理论转矩（Msoll,2）。按照本发明，所述转矩分配单元（23）配设有一补偿单元（27），通过该补偿单元能以补偿系数（k）修正第一和/或第二理论转矩（Msoll,1，Msoll,2），该补偿系数可根据基于制造公差和/或零件公差得到的驱动单元（13，15）之间的转矩差（ΔMG）来确定。

Description

具有至少两个单轮驱动单元的车辆
技术领域
本发明涉及一种如权利要求1前序部分所述的具有至少两个单轮驱动单元的车辆，以及一种如权利要求11所述的用于控制单轮驱动单元的方法。
背景技术
在只具有电驱动装置的车辆中或者也在具有内燃机以及电驱动装置的混合动力车辆中已知这样的驱动系统，所述驱动系统在至少一个车轴上具有两个可相互独立控制的电机，所述电机分别驱动车辆左侧以及右侧上的驱动轮。
由DE 40 11 291 A1已知一种这样的车辆，它不仅在前轴上而且在后轴上分别具有两个驱动电机，其中一个用于驱动车辆左侧的驱动轮，另一个用于驱动车辆右侧的驱动轮。驱动电机可利用电子控制装置来控制，该电子控制装置根据驾驶员的愿望求得一理论转矩/额定转矩。该理论转矩在转矩分配单元中被分成用于第一驱动单元的第一理论转矩和用于第二驱动单元的第二理论转矩。
本发明所要处理的问题是，所述驱动电机由于制造公差和零件公差而在相同的理论转矩下可能具有略微不同的响应特性。这在超过车辆寿命而老化时更加强烈。由此产生的两个驱动电机之间的转矩差导致，车辆在行驶运行期间持续地受到一围绕车辆竖轴作用的偏转力矩/横摆力矩的加载。因此，在车辆中集成有能根据行驶状况实现驱动转矩的个性化分配的行驶机构调节系统时，行驶机构调节系统在车辆一直向前行驶/直线行驶时也激活。而在没有行驶机构调节系统的车辆中，驾驶员必需持续地相对由驱动单元产生的偏转力矩反向转向。
发明内容
本发明的目的是，提供一种具有至少两个单轮驱动单元的车辆以及一种用于控制驱动单元的方法，该方法以简单的方式实现均匀的转矩分配。
这个目的通过权利要求1或权利要求11的特征实现。
按照权利要求1特征部分，所述转矩分配单元配设有一补偿单元，通过该补偿单元可以以补偿系数修正第一理论转矩和/或第二理论转矩。该补偿系数尤其考虑两个驱动单元的制造公差或零件公差，所述公差可能导致两个驱动单元的不同响应特性。按照本发明，以测得的两个驱动单元之间的实际转矩差为基础确定补偿系数，所述实际转矩差在以彼此相同的基准理论转矩控制两个驱动单元时出现。因此对于理论上的情况、即两个驱动单元在其制造公差和零件公差方面也完全一致的情况，补偿系数为零。
借助于按照本发明的补偿系数可以保证车辆的直线行驶。附加地可以如同在传统的车辆中那样保证中性的弯道特性。
利用相同的基准理论转矩对两个驱动单元的控制例如可以由车间方面/由厂方进行。根据测得的转矩差可以例如经验性地确定补偿系数。
但是优选的是，为了检测两个驱动单元之间的转矩差使用已经在车辆中现有的传感器，这些传感器本来就是对于行驶动态调节所必需的。这种行驶动态调节以已知的方式提高车辆的弯道灵活性。行驶动态调节可以这样作用于驱动轮上，使得在行驶通过弯道时可在弯道外侧的驱动轮上分配比在弯道内侧的驱动轮上例如更大的转矩。
在此背景下，测得的转矩差可以是围绕车辆竖轴作用的偏转力矩，该偏转力矩可以通过行驶动态调节的驶偏传感器在车辆一直向前行驶时进行检测。
上述补偿系数的确定可在给定的基准行驶运行期间执行，优选在车辆一直向前行驶时以及在补偿单元去激活/不工作的情况下。
两个驱动轮优选可以在车辆后轴上设置在车辆左侧和右侧。而在前轴上例如可以利用内燃机和/或另一电机驱动车辆。在这种情况下作用于后轴上的转矩分配单元将由控制装置计算出的理论转矩精确地均分成用于车辆左侧上的驱动单元的第一理论转矩和用于右侧车辆上的驱动单元的第二理论转矩。
因此在这样描述的基准行驶运行中第一理论转矩和第二理论转矩大小相同并且它们可以作为用于控制驱动单元的基准理论转矩。所述驱动单元例如可以是电机，在结构设计其他方面都相同的情况下所述电机的制造公差和零件公差经常可能彼此间具有微小的差别。
通过所确定的补偿系数，所述补偿单元可以使第一理论转矩和第二理论转矩适配于相应修正的理论转矩，然后可利用修正的理论转矩控制驱动单元。因此按照本发明两个驱动单元这样相互补偿/均衡，使得在一直向前行驶时不产生偏转力矩，该偏转力矩在现有技术中可能引起行驶动态调节的激活或者驾驶员的持续纠偏转向。
通过上述的转矩分配单元可以将由控制装置计算出的理论转矩作为总转矩分配成用于驱动轮的第一理论转矩和第二理论转矩这两个理论转矩。附加地可以使车辆具有另一转矩分配单元，在该另一转矩分配单元中视行驶状况而定进行动态的转矩分配。在这种情况下可以根据行驶动态调节的参数改变理论转矩或利用补偿单元修正的理论转矩。
对于重新确定补偿单元的补偿系数的需求可自主/自动地由控制装置来确定。例如，只要在一直向前行驶时检测到预定量的偏转力矩，控制装置就识别出对于重新计算补偿系数的需求并且自主地在一直向前行驶期间以及在补偿单元去激活的情况下进行（补偿系数的重新计算）。另选地，可以由车间方面或者在用户服务的范围内预调整或者必要时匹配补偿系数。
但是优选的是，所述补偿单元对由转矩分配单元预先给定的、第一理论转矩与第二理论转矩之间的百分比分配进行修正。
在具有所谓的“电扭矩矢量控制”的车辆中所述补偿系数可以用作预控制系数，以便对驱动装置进行整流。此外所述补偿系数可用于，使驱动装置相互匹配，从而使驱动装置基于相同的理论转矩给出几乎相同的实际转矩。为此，所述适配要么在驱动调节系统中通过基于理论转矩的适配补偿（Adaptionsoffset）来进行，要么在功率电子装置中进行。
附图说明
下面根据附图描述本发明的一种实施例。附图中：
图1以粗略的示意图示出车辆的驱动系统；
图2以转矩-时间曲线示出两个驱动单元之间的转矩差；
图3以原理图示出用于调整修正单元的修正系数的方法步骤。
具体实施方式
在图1中以原理图示出配备有全轮驱动装置的混合动力车辆的驱动系统。在车辆前轴上，内燃机1以及电机3在传动系中串接并且与变速箱5连接，该变速箱通过变速箱输出轴7以及仅示意表示的轴差速器9输出到前轴上。在内燃机1与电机3之间连接有离合器11，该离合器根据行驶状况断开或闭合。
在车辆后轴上设置有另两个电机13、15，其中第一电机13驱动位于车辆右侧的驱动轮17，而第二电机15驱动设置在车辆左侧的驱动轮19。
如由图1还可看出的，车辆为了控制电机3、13、15以及内燃机1而具有中央控制装置21，该中央控制装置根据图1检测驾驶员的愿望。以此为基础，控制装置21计算用于前轴的内燃机1/电机3的未详细示出的理论转矩和用于后轴驱动装置的以Msoll表示的理论转矩。
为了理解本发明，下面根据图1解释中央控制装置21与后轴的两个电机13、15之间的信号路径。由控制装置21计算出的理论转矩Msoll传导到转矩分配单元23，在该转矩分配单元中将理论转矩Msoll分配成用于右后驱动轮17的第一理论转矩Msoll,1和用于左后驱动轮19的第二理论转矩Msoll,2。相同大小的第一、第二理论转矩Msoll,1、Msoll,2然后在处理单元25中利用由补偿单元27计算出的补偿系数k进行修正，并且作为修正的理论转矩M1,k和M2,k继续传递到电机13、15。
在处理单元25与两个电机13、15之间连接有一动态的转矩分配单元29，在该动态转矩分配单元中，修正的理论转矩M1,k和M2,k可以根据行驶状况动态地被匹配，以便例如在行驶通过弯道时提高车辆的转弯灵活性。为此在车辆中设有行驶机构调节器31，该行驶机构调节器具有与之联结的行驶动态传感器，例如驶偏传感器33、加速度传感器35和转速传感器37，在此基础上在转矩分配单元29中实现动态的转矩分配。
利用修正单元27可以在分配转矩时考虑两个结构相同地被确定尺寸的电机13、15的零件公差或制造公差。
因此在利用补偿装置完成补偿以后理论转矩Msoll,1、Msoll,2的百分比分配不再为50:50，而是根据零件公差和/或制造公差略微偏移。
下面根据图2和3解释用于求得补偿系数的方法步骤。首先在第一步骤I中询问，车辆是否处于基准行驶运行中。在本实施例中在车辆一直向前行驶时出现这种基准行驶运行。
如果在方法步骤I中识别到这种一直向前行驶，则为了求得补偿系数k可以使补偿单元27去激活/不工作，如同在步骤II中所示的那样。在补偿单元27去激活时相同大小的第一、第二理论转矩Msoll,1、Msoll,2在未进一步匹配的情况下传导到电机13、15。这两个理论转矩Msoll,1、Msoll,2因此作为基准理论转矩MRef作为求得补偿系数k的基础，如同在图2的曲线中表示的那样。在图2的曲线中还示出了两个电机13、15的在基准行驶运行中产生的实际转矩Mist,1和Mist,2。这两个实际转矩Mist,1和Mist,2由于零件公差或制造公差而相互间略微相差一个转矩差ΔMG。这个转矩差ΔMG可以在步骤III中在基准行驶运行中以简单的方式借助于行驶动态调节器31的驶偏传感器33来检测。
因此按照图1，驶偏传感器33与补偿单元27信号连接。该补偿单元在步骤IV中根据测得的偏转力矩ΔMG计算补偿系数k。接着可以在步骤V中重新激活补偿单元27，由此可以自动地执行两个电机13、15之间的补偿。

Claims (11)

1.一种具有至少两个驱动轮（17，19）的车辆，所述驱动轮能分别由_—尤其被结构相同地确定尺寸的——单轮驱动单元（13，15）来驱动，所述单轮驱动单元能利用控制装置（21）来控制，该控制装置计算一理论转矩（Msoll），该理论转矩能在一转矩分配单元（23）中分成用于第一驱动单元（13）的第一理论转矩（Msoll,1）和用于第二驱动单元（15）的第二理论转矩（Msoll,2），其特征在于，所述转矩分配单元（23）配设有一补偿单元（27），通过该补偿单元能以补偿系数（k）修正第一理论转矩（Msoll,1）和/或第二理论转矩（Msoll,2），该补偿系数能根据基于制造公差和/或零件公差得到的、驱动单元（13，15）之间的转矩差（ΔMG）来求得。
2.根据权利要求1所述的车辆，其特征在于，在基准行驶运行中进行对所述转矩差（ΔMG）的检测，在该基准行驶运行中两个驱动单元（13，15）能以——尤其相同大小的——基准理论转矩（Mref）来控制。
3.根据权利要求1或2所述的车辆，其特征在于，所述转矩差（ΔMG）是围绕车辆竖轴作用的偏转力矩。
4.根据权利要求1、2或3中任一项所述的车辆，其特征在于，两个驱动轮（17，19）在一车轴上设置在车辆左侧和右侧，和/或所述转矩分配单元（23）将理论转矩（Msoll）均分成第一理论转矩（Msoll,1）和第二理论转矩（Msoll,2）。
5.根据权利要求4所述的车辆，其特征在于，所述转矩分配单元（23）的第一理论转矩（Msoll,1）和第二理论转矩（Msoll,2）是基准理论转矩（Mref）。
6.根据上述权利要求中任一项所述的车辆，其特征在于，利用补偿单元（27）改变由转矩分配单元（23）进行的在第一理论转矩（Msoll,1）与第二理论转矩（Msoll,2）之间的百分比分配。
7.根据上述权利要求中任一项所述的车辆，其特征在于，所述补偿单元（27）使第一理论转矩（Msoll,1）和第二理论转矩（Msoll,2）适配于修正的理论转矩（Mk,1，Mk,2），通过所述修正的理论转矩可以控制第一驱动单元（13）和第二驱动单元（15）。
8.根据上述权利要求中任一项所述的车辆，其特征在于，除了所述转矩分配单元（23）外还设有用于动态转矩分配的另一转矩分配单元（29），在该另一转矩分配单元中能根据行驶动态调节来改变理论转矩（Msoll,1，Msoll,2）或修正的理论转矩（Mk,1，Mk,2）
9.根据上述权利要求中任一项所述的车辆，其特征在于，能自主地由控制装置（21）确定对于求得补偿系数（k）的需求以及执行对补偿系数的求得。
10.根据权利要求1至8中任一项所述的车辆，其特征在于，所述补偿系数（k）能一次性地、尤其由车间方面进行预调整。
11.一种用于对根据上述权利要求中任一项所述车辆的驱动单元（13，15）进行控制的方法。
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CN111688673B (zh) * 2019-03-13 2023-12-05 奥迪股份公司 在车辆中实现自动横摆力矩平衡的方法和系统
CN112277659A (zh) * 2020-10-26 2021-01-29 湖北省农业机械工程研究设计院 水田装备自适应动力分配系统及方法
CN112277659B (zh) * 2020-10-26 2021-11-09 湖北省农业机械工程研究设计院 水田装备自适应动力分配系统及方法

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US20130138284A1 (en) 2013-05-30
WO2011116852A1 (de) 2011-09-29
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US8738266B2 (en) 2014-05-27
EP2550171B1 (de) 2017-08-30

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