CN103562029B - 用于识别机动车的驱动系统中的故障的方法和安全网络 - Google Patents
用于识别机动车的驱动系统中的故障的方法和安全网络 Download PDFInfo
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Abstract
在用于识别机动车的驱动系统中的故障的根据本发明的方法和根据本发明的安全网络中,该驱动系统具有可电子控制的制动调节系统和至少一个可电子控制的驱动发动机和/或可电子控制的离合器和/或可电子控制的传动装置,制动调节系统配设有电子制动控制设备,所述电子制动控制设备与独立的监控模块连接,其中,所述独立的监控模块检验不可信的制动力矩的出现以识别驱动系统中的故障。
Description
技术领域
本发明涉及用于识别机动车的驱动系统中的故障的方法和安全网络。
背景技术
由于法律规定的标准(例如ISO或CARB标准规范),数年来对机动车制造商提出要求,机动车中电子控制设备或电子控制系统譬如数字发动机控制装置或自适应传动控制装置必须具有自诊断能力。由此,开发了例如所谓的OBD(车载诊断)系统。OBD系统的构造的例子可在本申请人的专利文献DE19731283A1中能找到。
除了实际功能控制的软件范围之外,机动车内部的电子控制设备在此方面具有用于自诊断的大的软件范围。控制设备内部的自诊断的例子在申请人的专利文献DE19612857A1中予以描述。
所规定的自诊断的焦点目前在于各个单独的控制设备或各个单独的电子控制车辆系统本身的安全性。由此导致了高应用开销。
就其他技术背景而言参考专利文献EP0104539B1、DE1019523804B4和DE102007001496A1。在现有技术中已知了,尤其是借助驱动力矩的影响或驱动系统的自诊断调节车轮打滑。
发明内容
本发明的任务是简化了机动车的驱动系统中的故障的识别并且提高了故障情况下的安全性。
该任务根据本发明通过按照本发明的方法在方法方面予以解决而通过按照本发明的安全网络在装置方面予以解决。在一种用于识别机动车的驱动系统中的故障的方法中,其具有可电子控制的制动调节系统和至少一个可电子控制的驱动发动机和/或可电子控制的离合器和/或可电子控制的传动装置,其中,制动调节系统配设有电子制动控制设备,所述电子制动控制设备与独立的监控模块连接,其中,所述独立的监控模块检验不可信的制动力矩的出现以识别驱动系统中的故障。在一种用于实施根据本发明所述的方法的安全网络中,其具有可电子控制的制动调节系统和至少一个可电子控制的驱动发动机和/或可电子控制的离合器和/或可电子控制的传动装置,其中,制动调节系统配设有电子制动控制设备,所述电子制动控制设备与独立的监控模块连接,其中,所述独立的监控模块包括借助对不可信的制动力矩的识别用以识别驱动系统中的故障的程序模块。
根据本发明,为了识别机动车的驱动系统中的故障(驱动系统具有可电子控制的制动调节系统、至少一个可电子控制的驱动发动机和/或可电子控制的离合器和/或可电子控制的传动装置),为制动调节系统配设有电子制动控制设备,其与独立的监控模块相连。在此,独立的监控模块为了识别驱动系统中的故障而检验不可信的制动力矩。
独立的监控模块例如可以通过如下方式与制动控制设备连接:监控模块作为程序模块集成在制动控制设备中或与制动控制设备尤其通过数据总线通信。
独立的监控模块优选在相应识别出故障时向驱动系统的至少一个电子控制设备输出限定的故障信号,其中,驱动系统的至少一个控制设备根据限定的固定信号中断驱动发动机与所驱动的车轮之间的力锁合或阻止驱动发动机的力传递。
附加地或可替选地,用于识别驱动系统中的故障的程序模块尤其是鉴于车轮打滑识别而分析所驱动的车轮的车轮转速。不可信的制动力矩在车轮打滑超过预给定的阈值时被识别。与超过车轮打滑阈值等同的是超过由此导出的或借助纵向加速度传感器测量的(车辆)减速率阈值或制动力矩阈值。
当存在限定的排除标准譬如识别出手动制动器被激活或识别出侧滑情况或识别出牵引情况或仅短时识别出不可信的制动力矩或恰好存在ABS调节时,尽管识别出不可信的制动力矩但会抑制对驱动系统中的故障的识别。
本发明基于如下设计、知识和构思:
在驱动系统例如驱动发动机(内燃机和/或电动机)、离合器或传动装置(尤其是自动传动装置)的部件中确定的故障会导致驱动车轮的制动力矩非常高。在个别情况下,制动力矩会超过驱动车轮的附着极限。如果出现附着剧降(Haftungsabriss),则会导致安全相关的行驶情况。
因此,根据本发明提出了网络化的安全方案,其中,借助与制动控制设备连接的独立的监控模块可以执行故障识别程序,通过该故障识别程序并不是如制动系统常见的那样识别驱动系统的故障,而是通过该故障识别程序实现快速对应措施以建立安全状态。通过与制动控制设备连接的并且也能集成在制动控制设备中的独立监控模块在此对行驶状态就可信性进行监控。如果制动控制设备或监控模块尤其是识别出不可信急剧制动驱动车轮的行驶状态,则制动控制设备或监控模块生成相应的故障信号,例如通过已知的CAN总线或通过其他通信路径从驱动系统(发动机控制设备和/或传动控制设备)的至少一个控制设备中接收该故障信号。如果驱动系统的控制设备从监控模块接收到相应的限定的故障信号,则控制设备将驱动系统的部件置于安全状态中,在该安全状态中尽可能快速地减小制动力矩。这最为有效且最为快速地通过中断驱动发动机与驱动车轮之间的力锁合或通过消除任何驱动力矩来实现。中断力锁合或力传递所需的措施取决于驱动系统的类型和所识别的故障的类型。在此情况下,驱动系统也可以具有多个仅一个的驱动发动机(例如由电动机和内燃机构成的混合驱动装置)。如果仅有一个电动机作为驱动发动机,则为了中断力传递可以将该电动机切换到发电机运行方式。如果在机动车中含有具有可电子控制的离合器的手动变速器,则可以打开离合器。如果有自动化的传动装置或自动传动装置,则为了中断力锁合而可以将传动装置中的相应的离合器打开。
可替选地或附加地,独立监控模块和中断力锁合或中断力传递的构思的一种可能的改进方案会涉及用于识别驱动系统中的故障的程序模块的细节,其中,尤其前提会是监控自动传动装置中的故障(持续的传动故障或偶发传动装置干扰情况,以下只称传动故障)。
在此,尤其是借助对所驱动的车轮的车轮转速的相应分析而识别出在驱动系中何时出现不可信的高制动力矩(进行制动的干扰力矩),其(可能)由于传动故障而发生。根据本发明在此检验所驱动的车轮是否有显著滑移打滑或甚至不动,其中在该方法中确保了,高制动力矩作为进行制动的干扰力矩源自驱动系并且例如并非源自由所显示的手动制动器造成的情况和/或并非源自由于光滑或者由于厚的积雪等造成的侧滑情况或低摩擦系数情况。
因为最低档位与最大发动机推进力矩的组合在没有传动故障的情况下也会导致大制动减速率,所以在监控不可信的高制动力矩来识别传动故障时例如必须将减速率阈值置于大约-4m/s2附近用以可靠识别传动故障。然而,这会将功能限制于高摩擦系数情况。
为了在低摩擦系数情况下也能够识别传动故障,根据本发明实施如下方法:
当传动故障将传动系急剧制动时,由于由此导致所驱动的车轮上高车轮(滑移)打滑,制动控制设备(例如BMW的DSC)根据本来就实施的打滑调节干预(例如MSR,Motor-Schlupf-Regel-Eingriff(发动机打滑调节干预),也就是说,提高正期望发动机力矩)要求最大可能的期望发动机力矩。尽管期望发动机力矩为正,但并未设计驱动发动机,以便在存在传动故障时使车轮稳定。独立的监控模块于是根据所驱动的车轮处于明显的滑移打滑(即也可能静止)并且也停留(即在超过用于识别传动故障的预给定的车轮打滑阈值的情况下)来识别出传动故障,尽管驱动发动机要求最大的正期望发动机力矩。
本发明的一种有利的改进方案是如下步骤:
所基于的是,完好的制动控制设备要求发动机打滑调节干预(MSR)极大增大,即提高正期望发动机力矩。由此,甚至对期望发动机力矩的询问是多余的。检验制动控制设备是否功能正常就足够了。当MSR功能例如由于制动控制设备有缺陷不可用时,作为反馈解决方案,该功能可以限制于在-4m/s2以下的减速率的监控(如上所描述)。
为了进一步保护,可以附加地检查车辆减速率(在与制动系统无关的纵向加速度传感器上所测量)是负的还是低于最大可通过制动系统产生的车辆减速率(基于可用的制动力矩来估计)。
总之,独立的监控模块根据尽管有MSR要求但所驱动的车轮在显著的滑移打滑(即超过用于识别不可信制动力矩的预给定的车辆打滑阈值)中停留来识别传动故障。传动故障的识别于是识别何时超过表征不可信制动力矩的限定阈值。这种阈值例如可以限定为车轮打滑阈值、减速率阈值或制动力矩阈值。
本发明的一种有利改进方案例如为用于识别传动故障的如下排除标准(即在识别出超过限定的阈值的情况下):
1.操作手动制动器;
因为手动制动器操作也会触发传动故障识别,由监控模块优选附加地读取手动制动器开关,其完好的功能也事先被保证。
2.侧滑识别;
显著的车轮打滑也出现在侧滑情况下。
3.仅短时超过制动力矩阈值;
仅短时不可信高制动力矩也会在回切时或在从高摩擦系数情况跳变过渡到低摩擦系数情况的惯性行驶中出现。因此,在超过阈值时并未立即识别出传动故障,而是在后轴转差(Hinterachsschlupf)的积分超过预给定的第二阈值之后才识别出传动故障。
4.在ABS调节时特别强烈地超过阈值;
优选减小在ABS调节期间对超过阈值的灵敏度。例如,由车轮制动压力构成的模型延迟被非对称地过滤。由此,在ABS调节时使对根据本发明的阈值超过的监控中性化。
5.牵引情况
监控模块当后车轮速度超过最小值时才被“锐化”,以便通过牵引过程阻止故障识别。
附图说明
在附图中示出了按照本发明的一种实施例的机动车部件的示意性概略图。
具体实施方式
在该附图中,示出了本发明的一种实施例。该附图示出了机动车部件的示意性概略图,该机动车具有电子控制的系统的可能的网络,这些系统包括带有电子发动机控制设备DMS的内燃机VM、带有电子传动控制设备EGS的自动传动装置G和带有电子制动控制设备DSC的制动系统。此外,示意性以一个车轮R概括地示出了车辆的车轮,所述车轮具有用于检测车轮转速n_R的传感器。用于检测车轮转速n_R的信号在制动控制设备DSC中被检测和分析。由此例如计算由车轮转速确定的、在此尤其为负的加速度-an_R。控制设备DMS、EGS和DSC的通信例如通过数字总线连接CAN进行。电子发动机控制设备DMS例如也获得作为其他输入信号的加速踏板FP的状态。制动控制设备DSC可以通过CAN同样检测加速踏板FP的状态并且附加地获得制动踏板BP的位置。
例如借助车轮转速n_R、加速踏板FP的状态和制动踏板BP的位置以及其他在DSC制动控制设备中存在的数据和信息如加速度传感器的输入信号、手动制动器开关S_H的开关状态、侧滑识别S_E、ABS调节识别ABS_E,监控模块可以对行驶状态关于车轮转速n_R方面就可信性进行监控。当例如存在后续不可信行驶状态:操作加速踏板(FP>0),制动踏板未被操作(BP=0)和因此出现通过车轮转速n_R计算的减速率值|-an_R|在限定的阈值S之上时,根据本发明的形式为程序模块(在此集成在制动控制设备DSC中)的监控模块才识别出驱动系统中的故障,其中,限定的阈值可以推断出不可信的高制动力矩。
根据本发明,于是电子制动控制设备DSC在此与根据本发明的监控模块结合与其实际功能范围无关地用于驱动系统的外部诊断。在识别故障时,限定的故障信号F输出到CAN上。发动机控制设备DMS和传动控制设备EGS可以都接收故障信号F。例如,在内燃机VM实际有缺陷时,传动控制设备EGS可以激励传动装置G以打开至少一个离合器,由此中断内燃机VM与驱动车轮R之间的力锁合。在识别出传动故障时,必要时可控的离合器可以被打开用以中断力锁合。在混合动力车辆的情况下在识别出传动故障时可以关断电动机的力传递。
独立的监控模块优选集成在制动控制设备DSC中,但其也可以集成在其他控制设备中并且例如通过数据总线CAN从制动控制设备DSC获得必要的输入信号BP、n_R等。
通过根据本发明的方法设计了一种跨系统但简单的、配属于发动机控制装置的监控方案。
Claims (8)
1.用于识别机动车的驱动系统中的故障的方法,其具有可电子控制的制动调节系统和至少一个可电子控制的驱动发动机(VM)和/或可电子控制的离合器和/或可电子控制的传动装置(G),其中,制动调节系统配设有电子制动控制设备(DCS),所述电子制动控制设备与独立的监控模块连接,其中,所述独立的监控模块检验不可信的制动力矩的出现以识别驱动系统中的故障。
2.根据权利要求1所述的方法,其特征在于,独立的监控模块在相应的故障识别时向驱动系统的至少一个电子控制设备(DMS、EGS)输出限定的故障信号(F),其中,所述电子控制设备根据监控模块的限定的故障信号(F)中断在驱动发动机(VM)与所驱动的车轮(R)之间的力锁合或阻止驱动发动机(VM)的力传递。
3.根据权利要求1或2所述的方法,其特征在于,用于识别驱动系统中的故障的程序模块鉴于车轮打滑识别而分析所驱动的车轮(R)的车轮转速(n_R),并且在车轮打滑超过预给定的阈值(S)时识别出不可信的制动力矩。
4.根据权利要求1或2所述的方法,其特征在于,用于识别驱动系统中的故障的程序模块借助纵向加速度传感器和/或借助所驱动的车轮(R)的车轮转速(n_R)至少分析车辆减速率,并且当车辆减速率超过预给定的阈值(S)时识别出不可信的制动力矩。
5.根据权利要求1或2所述的方法,其特征在于,当存在限定的排除标准时,即使识别出不可信的制动力矩,用于识别驱动系统中的故障的程序模块也抑制驱动系统中的故障的识别。
6.根据权利要求5所述的方法,其特征在于,限定的排除标准是:识别出手动制动器被激活或识别出侧滑情况或识别出牵引情况或仅短时识别出不可信的制动力矩或恰好存在的ABS调节。
7.用于实施根据权利要求1至6之一所述的方法的安全网络,具有可电子控制的制动调节系统和至少一个可电子控制的驱动发动机(VM)和/或可电子控制的离合器和/或可电子控制的传动装置(G),其中,制动调节系统配设有电子制动控制设备(DCS),所述电子制动控制设备与独立的监控模块连接,其中,所述独立的监控模块包括借助对不可信的制动力矩的识别用以识别驱动系统中的故障的程序模块。
8.根据权利要求7所述的安全网络,其特征在于,监控模块与驱动系统的至少一个控制设备(DMS、EGS)连接,所述控制设备具有用于根据监控模块的限定的故障信号(F)中断驱动发动机(VM)与所驱动的车轮(R)之间的力锁合或力传递的关断模块。
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