CN103158698B - 用于机动车辆的驱动系统及用于运行该驱动系统的方法 - Google Patents

用于机动车辆的驱动系统及用于运行该驱动系统的方法 Download PDF

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Publication number
CN103158698B
CN103158698B CN201210574078.5A CN201210574078A CN103158698B CN 103158698 B CN103158698 B CN 103158698B CN 201210574078 A CN201210574078 A CN 201210574078A CN 103158698 B CN103158698 B CN 103158698B
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China
Prior art keywords
control module
recovery
drive
ultimate value
drive system
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Expired - Fee Related
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CN201210574078.5A
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CN103158698A (zh
Inventor
H·巴特尔斯
D·本德尔
C·比特纳
F·富尔
M·甘蒂科夫
H·迈尔
T·鲁莱特
N·绍夫莱特
C·维登布吕格
S·维默尔
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Dr Ing HCF Porsche AG
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Dr Ing HCF Porsche AG
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    • 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
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/12—Dynamic electric regenerative braking for vehicles propelled by dc motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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
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    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/93—Conjoint control of different elements
    • 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
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/947—Characterized by control of braking, e.g. blending of regeneration, friction braking

Abstract

本发明涉及一种用于机动车辆的驱动系统以及用于运行这种驱动系统的方法，驱动系统具有至少两个独立的驱动装置，其驱动至少两个相互独立的驱动桥，其中至少一个驱动装置是电驱动器；该驱动系统具有至少一个控制装置，至少一个动力电子系统和能量储存装置，其中控制装置具有至少一个驱动控制模块、一个回收控制模块(28)以及一个制动控制模块。驱动控制模块为每个电驱动器提供了一个回收极限值，其中该回收控制模块适当地组合这些回收极限值并且因此形成一个最大回收总极限值。制动控制模块提供了总制动力矩，其中，在总制动力矩大于该回收总极限值的情况下，该制动控制模块产生额外的液压制动压力p液压并且将其传输给制动系统。

Description

用于机动车辆的驱动系统及用于运行该驱动系统的方法
技术领域
本发明涉及一种用于机动车辆的驱动系统，该驱动系统具有至少两个相互独立地驱动的车桥、至少一个电驱动器、具有至少一个动力电子系统并且具有一个能量储存装置的至少一个控制装置。
背景技术
例如，从DE102006030197A1已知这样一种驱动系统。此外，这个文件披露了在两个可旋转地支承的轴(特别是一个车桥)上改变力矩分配，以改进该机动车辆的动态稳定性控制。此外，基本上，用于全轮机动车辆的驱动系统也是已知的，此类驱动系统改变或适配两个驱动桥的力矩分配，以优化机动车辆的行驶动力学并且优化稳定性控制。尽管力矩分配的这种适配在车辆的稳定性和行驶动力学方面提供了完全令人满意的结果，并且力矩分配的这种适配因此还提供了减少能耗并因而减少CO2排放的巨大潜能，也就是说用于改进驱动效率的潜能。然而，这种要求导致了一种与最大可能的行驶动力学要求相冲突的目的。
发明内容
因此本发明基于的目的是提供一个驱动系统，该驱动系统以最优行驶动力学条件和机动车辆的最优稳定性控制为背景，确保一种能量有效的驱动力矩分配。
此目的的实现是在于：该控制装置具有至少一个驱动控制模块、一个回收控制模块和一个制动控制模块，其中，该驱动控制模块为每个电驱动器提供了一个回收极限值，其中该回收模块适当地组合了这些回收极限值并因此形成一个最大回收总极限值，其中，该制动模块提供了一个驾驶员要求的总制动力矩，这样使得通过该回收控制模块可得出小于或等于该回收总极限值的一个回收总力矩，并且因此还可得出用于每个电驱动器的回收部分力矩，这些回收部分力矩分别小于或等于这些回收极限值，其中在一个总制动力矩大于该回收总极限值情况下，该制动控制模块使得一个相关联的液压制动压力传输给一个制动系统。一种以此方式被实施的驱动系统使得能够以最优方式使用在制动过程中产生的能量而不对车轮和/或车辆的稳定性产生限制或不利影响。
为了设置一个适当的液压制动压力，可以在制动系统中设有一种可变地可调节的均衡容积，以便吸收一个制动液压系统的一个限定的容量。车辆在有限范围内的稳定性还可通过以下方式来确保，即，设有一个牵引力控制模块，该牵引力控制模块持续地监测该车辆的稳定性，并且，在需要时促使这些电驱动器的有效驱动力矩和该回收极限值由该回收控制模块来进行适配。
另外，该目的是通过一种方法来实现的，其中在一个第一步骤中，操纵一个制动踏板，通过该驱动控制模块为每个驱动器确定一个回收极限值并且将其传输给该回收控制模块；在一个第二步骤中，通过该回收控制模块经由适当地组合这些回收极限值来确定一个回收总极限值；在一个第三步骤中，通过该制动控制模块按照该驾驶员意愿来确定一个总制动力矩并且将其传输给该回收控制模块；在一个第四步骤中，通过该回收控制模块确定该回收总力矩并且因此还确定了用于每个电驱动器的回收部分力矩，并将它们传输给该驱动控制模块；在一个第五步骤中，针对该总制动力矩大于该回收总极限值的情况通过该制动控制模块产生一个液压制动压力p液压，并且将这个液压制动压力p液压传输给该制动系统。在此，有利的是如果以行驶动力学参数、能量储存装置的潜能、这些电驱动器的潜能等为背景来执行回收极限值的连续适配。另外，驾驶员意愿也可部分地或全部地由一个辅助功能，例如一个自动速度-自适应巡航控制系统产生。其结果是，该制动踏板的操纵可以被部分地省去。
附图说明
本发明将在以下参照附图予以更详细地解释，在这些附图中：
图1示出了具有根据本发明的驱动系统的机动车辆的示意图，以及
图2示出了根据本发明的驱动系统的一种控制装置的框图。
具体实施方式
图1示出了具有一种示意性地展示的驱动系统4的一台机动车辆2。该机动车辆2具有被实施为一个后轮车桥的一个第一驱动桥6，以及被实施为一个前轮车桥的一个第二驱动桥8。在前部区域，设有一个电驱动器10，该电驱动器可选地通过一个传动机构(无更详细示出)连接到该前轮车桥8上。另外，在前部区域设置了一个动力电子系统12，该动力电子系统与在后部区域设置的一个第二动力电子系统14一样通过已知的方式连接到一个控制装置16上，以便触发对应的驱动装置。除了已提到的动力电子系统14和控制装置16之外，被设置在该机动车辆2后部区域中的还有一个内燃发动机18以及一个第二电驱动器20，它们以已知的方式来通过一个双离合器变速器22与被实施为一个后轮车桥的第一驱动桥6在传动学上连接。另外，举例来说，在后部区域设有了一个能量储存装置24，该能量储存装置在本实施例中是以一个锂离子电池组的形式实施的。然而，应当清楚的是还可设有其他能量储存设置，例如像飞轮装置。如借助图2所描述的情况，根据本发明的驱动系统4还针对行驶动力学极限值的背景提供用于实现一种最优能量有效的驱动力矩分配。
图2示出了具有控制装置16的多个控制模块的框图。要注意的是术语控制模块并非强制性包括一个闭环控制装置，但是当然还可描述一个简单的开环控制装置。除了可在该控制装置16中设有的多个控制模块外，还有三个控制模块与本发明相关。为了这个目的，该控制装置16特别地具有一个驱动控制模块26、一个回收模块28以及一个制动控制模块30。该驱动模块26在此为每个电驱动器20、6设有一个回收极限值32、34。在考虑行驶动力学边界条件的同时，该回收控制模块28适当地组合这些回收极限值32、34，其中，例如将这些回收极限值进行加和，并且因此形成一个回收总极限值36。制动控制模块30提供了由一位驾驶员38通过一个制动踏板40或通过一个辅助系统来要求的总制动力矩42。在该驾驶员38要求的总制动力矩42大于一个回收总极限值36的情况下，制动控制模块30产生一个额外的液压制动压力p液压并且将其传输给一个制动系统44。然而，在本情况中该总制动力矩42更小，其结果是该制动过程可完全通过回收来发生。
有利地还设有一个牵引力控制模块46，该牵引力控制模块持续地监测车辆稳定性和这些单独的车轮稳定性，并且，在需要的情况下，触发驱动控制模块26，其方式为使得该驱动桥6、8的驱动力矩和回收极限值32、34得以匹配。
一种用于运这样一个驱动系统4的方法于是可如以下来描述。在车辆2通过一个油门踏板45以推进的方式移动的驱动情况下，在时间t1时，操作制动踏板40。在驱动控制模块26中，连续计算最小和最大极限值力矩，其中在本申请中只有回收极限值32与电驱动器10相关，并且其回收极限值34与电驱动器20相关。这些回收极限值32、34被传输给回收控制模块，其中回收控制模块28确定一个回收总极限值36。随后在一个第三步骤中，通过计算模块根据该驾驶员的意愿确定一个总制动力矩42并且将其传输给该回收控制模块。在一个第四步骤中，随后通过制动控制模块30还将回收总力矩47传输给回收控制模块28，其中所述回收总力矩47小于或等于回收总极限值36。回收控制模块28适当地将回收总力矩47分为这些相互独立的驱动器的回收部分力矩48和50，也就是说在电驱动器10和20的这个实例中两个驱动桥6和8的回收部分力矩48和50。所述回收部分力矩48和50还被传输给驱动控制模块26。
如该框图所示，在总制动力矩42大于回收总极限值36的情况下，通过制动控制模块30产生一个液压压力p液压并且将其传输给制动系统44。在本发明实施方式中，能量极限值32、34的连续适配此外还可由驱动控制模块26以行驶动力学参数或能量储存装置的潜能或这些电驱动器的潜能的背景来执行。行驶动力学参数在此由牵引力控制模块46持续地监测。

Claims (5)

1.一种用于机动车辆的驱动系统，该驱动系统具有至少两个独立的驱动装置(10，18，20)，该至少两个独立的驱动装置驱动至少两个相互独立的驱动桥，其中至少一个驱动装置是一个电驱动器(10，20)；该驱动系统具有至少一个控制装置(16)，至少一个动力电子系统(12，14)以及一个能量存储装置(24)，其特征在于，该控制装置(16)具有至少一个驱动控制模块(26)、一个回收控制模块(28)以及一个制动控制模块(30)，其中该驱动控制模块(26)为每个电驱动器(20，10)提供一个回收极限值(32，34)，其中该回收控制模块(28)将这些回收极限值(32，34)组合并且因此形成了一个最大回收总极限值(36)，其中该制动控制模块(30)提供了由驾驶员或一个辅助系统要求的一个总制动力矩(42)，这样使得通过该回收控制模块(28)能够得出小于该回收总极限值(36)的一个回收总力矩(47)，并且因此还能够得出多个回收部分力矩(48，50)，这些回收部分力矩分别小于等于用于每个电驱动器(10，20)的这些回收极限值(32，34)，其中在一个总制动力矩(42)大于该回收总极限值(36)的情况下，该制动控制模块(30)产生一个额外的液压制动压力p液压并且将其传输至一个制动系统(44)。
2.如权利要求1所述的驱动系统，其特征在于，在该制动系统(44)中设有一种能变地能够调节的均衡容积，以便吸收一个制动液压系统的一个限定的容量。
3.如权利要求1或2所述的驱动系统，其特征在于，设有一个牵引力控制模块(46)，该牵引力控制模块持续地监测该车辆稳定性，并且，在需要时通过所述回收控制模块(28)促使这些电驱动器(20，10)的驱动力矩和这些回收极限值(32，34)适配。
4.一种用于运行如以上权利要求之一所述的驱动系统的方法，其特征在于，在一个第一步骤中，操纵一个制动踏板(40)，并且通过该驱动控制模块(26)为每个驱动单元确定一个回收极限值(32，34)并且将其传输给该回收控制模块(28)；在一个第二步骤中，通过该回收控制模块(28)经由组合这些回收极限值来确定一个回收总极限值(36)；在一个第三步骤中，通过该制动控制模块(30)按照该驾驶员意愿和/或一个辅助系统来确定一个总制动力矩(42)并且将其传输给该回收控制模块(28)；在一个第四步骤中，通过该回收控制模块(28)确定了该回收总力矩(47)并且因此还确定用于每个电驱动器(20，10)的这些回收部分力矩(48，50)，并将它们传输给该驱动控制模块(26)；在一个第五步骤中，针对该总制动力矩(42)大于该回收总极限值(36)的情况，通过该制动控制模块(30)产生一个液压制动压力p液压并且将这个液压制动压力p液压传输给该制动系统(44)。
5.如权利要求4所述的用于运行驱动系统的方法，其特征在于，这些回收极限值(32，34)的连续适配是通过该驱动控制模块(26)以行驶动力学参数、该能量储存装置的潜能、这些电驱动器的潜能的背景来执行的。
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