CN102905916B - 用于运行机动车的方法以及机动车 - Google Patents

用于运行机动车的方法以及机动车 Download PDF

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CN102905916B
CN102905916B CN201180025219.1A CN201180025219A CN102905916B CN 102905916 B CN102905916 B CN 102905916B CN 201180025219 A CN201180025219 A CN 201180025219A CN 102905916 B CN102905916 B CN 102905916B
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self
propelled vehicle
wheel
drive pattern
change
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CN102905916A (zh
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K-H·梅廷格尔
P·孔施
D·伊斯根
M·魏因
T·科克
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Audi AG
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Abstract

本发明涉及一种机动车，具有多种驱动模式，例如后轮驱动、全轮驱动、前轮驱动。在此利用主动的底盘装置以根据驱动模式——例如在车轮的轮距角和车轮外倾角或车轮负荷方面——实施不同的设定。由此可以使行驶模式分别优化地匹配于驱动模式或者反之，从而使驱动模式的变换不会使驾驶员感觉到。

Description

用于运行机动车的方法以及机动车
技术领域
本发明涉及一种用于运行具有能在至少两种驱动模式下行驶特性的机动车的方法，其中这些模式在该机动车的至少一个车轮是否被驱动方面彼此不同。本发明还涉及一种机动车。
背景技术
公知的是，驱动模式例如是“前轮驱动”、“后轮驱动”或“全轮驱动”。
此外对于机动车假定，机动车具有所谓的主动式底盘，也就是说，可以在机动车连续运行时在底盘装置上进行调整。
为了使机动车驾驶员能安全地驾驶机动车，该驾驶员必须针对该机动车扩展其车感和其驾驶特点。重要之处在于，例如车辆驾驶员了解机动车的所谓的固有转向性能。该固有转向性能可以通过固有转向梯度量化得出。在此该固有转向性能指的是一特征数，该特征数在机动车在具有恒定半径的圆(轨迹)中行驶的条件下表现为待施加的方向盘转角与机动车速度之间的比例。在所谓转向不足的情况下，车辆驾驶员必须比原本需要的情况转向更多，在过度转向的情况下必须比原本需要的情况转向更少。
了解其机动车的车辆驾驶员针对转向不足或过度转向进行调整。
现在可能的是，对于同一个机动车驾驶员改变驱动模式。这可以基于驾驶员的输入实现。但是也可能由控制单元导致驱动模式的转换；例如在除了内燃机之外还具有根据需求接通或切断的电驱动装置的混合动力车辆中经常是这样的。
应当避免的是，由于这种驱动模式的转换而使车辆驾驶员因不习惯机动车的驾驶行为而处于危险情况下或者感觉到机动车的行驶不舒适，例如感觉到不安全。
DE 10 2008 003 901 A1公开了一种用于调节两束式两桥车辆的车轮负荷进行调节的方法。在车辆两侧磨擦值不同的情况下，通过以下方式使车轿反向张紧：在第一车桥上使在第一车辆侧的竖向车轮负荷提高并且在第二车辆侧使车轮负荷降低，而在第二车桥上使在第一车辆侧上的竖向车轮负荷降低并且在第二车辆侧上使车轮负荷提高。
JP 4 126622 A描述了一种具有减振器的机动车，其中减振器的衰减特性可以利用相应的调节器调节。在此，在驱动力矩突然改变时这样对减振器进行调节，使得能够实现可靠舒适的行驶。
US2008/183353A1公开了如下的方法，其中用于机动车稳定性控制的多个系统、例如防滑调节系统、防抱死系统和牵引力控制系统被相应地调节。这些系统为此而利用关于道路磨擦系数的信息。这些系统控制主动的减振系统和/或对驱动轮的驱动力矩分配。
US2008/066976A1公开了一种全轮驱动的机动车，其中每个车轮配设有一个驱动电机。在此在转向半径的改变与车轮提升之间的关系与制动力分配以及至少一个前轮或后轮的驱动力矩分配相关。
US5,517,414A公开了一种机动车的主动式减振系统，其中在判定出车轮打滑率高时，作用在运行的车轮上的法向力提高并且使作用在与该运行车轮相对的车轮上的法向力降低。
另外，US2007/0265749A1和US2008/0243336A1公开了用于调节机动车车辆特性的方法。在此，例如底盘装置可以根据使用者的输入量而被调节。
另外，JP 2003508A公开了用于调节全轮车辆高度的装置。在此，车辆高度根据差速器的设定而被调节。
最后，US 6,168,171B1公开了用于调节车辆高度的方法。在此可以考虑转向角与差速器状态。另外还考虑车辆是在全轮驱动、后轮驱动还是前轮驱动下行驶。
发明内容
本发明的目的在于，提供一种能够在驾驶机动车时以更高的程度照顾安全性的方法。
该目的在方法方面通过一种用于运行能在至少两种驱动模式中行驶的机动车的方法得以实现，所述驱动模式在该机动车的至少一个车轮是否被驱动方面彼此不同，其中，当驱动模式改变时使在机动车底盘装置上实现的至少一个设定自动改变，其特征在于，对设定进行的改变这样进行，使得描述机动车固有转向性能的参数为一与驱动模式相关的预定值，而在机动车方面通过一种能在至少两种驱动模式中行驶的机动车得以实现，所述驱动模式在该机动车的至少一个车轮是否被驱动方面彼此不同，所述机动车具有底盘装置，该底盘装置在车辆运行时能实现对至少一个设定的自动改变，所述机动车还包括一控制装置，该控制装置在驱动模式改变时引起在机动车底盘装置上实现的至少一个设定的自动改变，其特征在于，对设定进行的改变这样进行，使得描述机动车固有转向性能的参数为一与驱动模式相关的预定值。
因此，在根据本发明的方法中利用了底盘装置的主动性：即当驱动模式改变时使在机动车底盘装置上实现的至少一个设定自动改变。
在本发明的一优选实施方式中，对底盘装置的设定的改变这样进行，使得描述机动车固有转向性能的参数为一与驱动模式相关的预定值。
换言之，主动底盘装置的输入参数表现出当前的驱动模式。然后可以这样实施底盘装置上的设定，即以更高程度为车辆乘员提供安全性。
在主动底盘中首先能够改变机动车的至少一个车轮的轮距角(前、后束角)和/或车轮外倾角。这些决定了固有转向性能。
同样地，也可以通过主动底盘装置来改变沿机动车竖向轴线作用在至少一个车轮上的车轮负荷(力)。这一点可以例如根据DE 10 2007 060 876A1通过机动车减振器中的机电式转换器来实现，该减振器避免摆动并具有在机动车两侧与一车轮相互耦合的稳定器的功能。在一种简单的实施方式中，这种稳定器是一个简单的弹簧。如果该稳定器、即弹簧的刚度改变，则沿机动车竖向轴线作用在车轮上的车轮负荷、即力改变。通过在两个弹簧部件之间耦入一执行器来改变所述的刚度。
所述车轮负荷也可以在减振器的范围内通过调节得以改变，并且可以例如在叠加转向装置或后桥转向装置上规定另外/进一步的设定参数。
优选地，所述参数是固有转向梯度。
因此能够确定：机动车以怎样的程度过度转向、正常行驶或转向不足，并且以规定方式进行并且这是与驱动模式相关的。
可能的是，驱动模式的依赖性表现在：参数、即特别是固有转向梯度各自不同。因此，例如针对后轮驱动的较严重的转向不足可能比在前轮驱动(前驱)的情况下更为合适，这是因为在后轮驱动的情况下本来就由驱动力预先规定了内在的过度转向。就此而言，固有转向梯度根据驱动模式而不同。
而另外可能的是，在变换驱动模式时使固有转向梯度改变尽可能小，即最高改变15％，优选最高改变10％，特别优选最高改变5％，非常特别优选最高改变2％或1.5％或1％。在这种情况下，车辆驾驶员在任何情况下都会感觉到：即使驱动模式发生改变，机动车同样表现如前。这样，车辆驾驶员无须针对驱动模式的改变进行调整并且其可以安全驾驶该机动车。
根据本发明的机动车使用主动的底盘装置，即可以自动实施设定的底盘装置。一控制装置可以在驱动模式改变时引起在机动车底盘装置上实现的至少一个设定的自动改变。
因此，根据本发明的机动车具有一主动底盘装置，为该底盘装置配设有一用于自动执行上述方法的控制装置，其中优选由该控制装置实施该方法的优选实施方式。
附图说明
下面参考附图描述本发明的一种优选实施方式，其中：
图1示出一个流程图以阐述根据本发明方法的实施方式。
具体实施方式
通过在步骤S10中实现的“起动机动车”，车辆驾驶员或机动车控制系统在步骤S12中确定：应当以何种驱动模式开始行驶。所述驱动模式例如可以是后轮驱动、前轮驱动或全轮驱动。原则上，任两种驱动模式在机动车的至少一个车轮被驱动于否方面不同。在此，该机动车应该可以实现上述驱动模式中的至少两种。与驱动模式相匹配，在步骤S14中设定轮距和车轮外倾，并且根据步骤S16设定车轮上的车轮负荷，例如通过在所谓的稳定器上——即在机动车两侧上与车轮相互耦合的弹簧上——相应地设定刚度。
这时在步骤S18中检查：驱动模式是否改变。所述改变可能由驾驶员引起，也可能由自动控制系统引起。
如果驱动模式没有发生变化，则重复检查驱动模式是否改变。一旦根据步骤S18(发现)驱动模式改变，则根据步骤S20尽可能直接随着该改变重新设定轮距和车轮外倾，并且根据步骤S22同样重新设定车轮负荷。
在此根据一实施方式其目标是：机动车在所有驱动模式下都具有同样的固有转向梯度，即在具有恒定半径的圆(轨迹)上行驶的情况下方向盘转角与机动车速度之间的比例。替代地目标也可以是：匹配于每种驱动模式以特定方式确定固有转向梯度，从而根据驱动模式提供最佳的安全性。例如当驱动模式为后轮驱动时，固有转向梯度可以在转向不足的范围内变化。
在执行步骤S22之后，再重新转向步骤S18并一直检查驱动模式是否已改变或是应该被改变，直到再次出现所述情况(即驱动模式改变或应当改变)并且再次执和步骤S20和S22。在从流程图分支出步骤S24的任意时刻，据此结束车辆的运行，即该车辆驻车并熄火。
通过本发明，与驱动模式相应匹配地设定出最优的轮距、车轮外倾和车轮负荷，使得车辆驾驶员可以安全驾驶车辆，这是因为驾驶员最优地了解并且能计算出车辆的固有转向性能，或者因为固有转向性能最优地匹配于驱动模式。

Claims (10)

1.一种用于运行能在至少两种驱动模式中行驶的机动车的方法，所述驱动模式在该机动车的至少一个车轮是否被驱动方面彼此不同，其中，当驱动模式改变时使在机动车底盘装置上实现的至少一个设定自动改变，其特征在于，对设定进行的改变这样进行，使得描述机动车固有转向性能的参数为一与驱动模式相关的预定值。
2.根据权利要求1的方法，其特征在于，对设定进行的改变包括：使机动车的至少一个车轮的轮距角和/或车轮外倾角改变。
3.根据权利要求1或2的方法，其特征在于，对设定进行的改变包括：对至少一个车轮使沿机动车竖向轴线作用在该至少一个车轮上的车轮负荷改变。
4.根据权利要求3的方法，其特征在于，使在机动车两侧与车轮相互耦合的稳定器的刚度改变。
5.根据权利要求1或2的方法，其特征在于，所述参数是固有转向梯度。
6.根据权利要求5的方法，其特征在于，所述固有转向梯度在变换驱动模式时最高改变15％。
7.根据权利要求5的方法，其特征在于，所述固有转向梯度在变换驱动模式时最高改变10％。
8.根据权利要求5的方法，其特征在于，所述固有转向梯度在变换驱动模式时最高改变5％。
9.根据权利要求5的方法，其特征在于，所述固有转向梯度在变换驱动模式时最高改变1％。
10.一种能在至少两种驱动模式中行驶的机动车，所述驱动模式在该机动车的至少一个车轮是否被驱动方面彼此不同，所述机动车具有底盘装置，该底盘装置在车辆运行时能实现对至少一个设定的自动改变，所述机动车还包括一控制装置，该控制装置在驱动模式改变时引起在机动车底盘装置上实现的至少一个设定的自动改变，其特征在于，对设定进行的改变这样进行，使得描述机动车固有转向性能的参数为一与驱动模式相关的预定值。
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