CN103619687A - 用于触发车辆的混合驱动装置的方法 - Google Patents
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- B60W50/08—Interaction between the driver and the control system
- B60W50/082—Selecting or switching between different modes of propelling
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- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60W20/00—Control systems specially adapted for hybrid vehicles
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- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/085—Changing the parameters of the control units, e.g. changing limit values, working points by control input
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
- B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
- B60K2026/025—Input devices for controlling electric drive motors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- 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
- B60K6/42—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 characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/08—Electric propulsion units
- B60W2510/083—Torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/087—Interaction between the driver and the control system where the control system corrects or modifies a request from the driver
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- 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- 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
Abstract
提出了一种用于触发车辆的混合驱动装置的方法,在该方法中,依赖于油门踏板位置(FP)借助存储的油门踏板特征曲线以内燃机驱动方式和/或以电动机驱动方式来提供驱动额定力矩(Tsoll)以驱动车辆,其中,在识别出驾驶员对无排放行驶的期望的情况下,油门踏板特征曲线(I、II)如下这样来匹配,即,最大的驱动额定力矩(Tsoll)与最大的以电动机驱动的驱动力矩(TE-max)相应。
Description
技术领域
本发明涉及一种根据权利要求1的前序部分详细定义的用于触发车辆的混合驱动装置的方法。
背景技术
例如由印刷文件DE102006012515A1公知了一种具有混合驱动装置的机动车。该机动车包括两个用于产生驱动力矩的驱动单元,其中,驱动单元不仅可以共同地而且也可以单独地运行以产生驱动力矩。此外,设置有用于预先给定驾驶员期望的设备以及用于处理驾驶员期望和用于产生用于触发驱动单元的控制信号的触发单元。
例如通过这种并行混合驱动装置在所谓的混合行驶时不仅可以利用以内燃机驱动的驱动力矩,而且也可以利用以电动机驱动的驱动力矩。当例如用电动机驱动的驱动力矩不足以达到期望的驱动额定力矩时,那么可以额外地使用以内燃机驱动的驱动力矩来辅助,以便达到期望的车辆加速度或者车速。反之如果电驱动装置的驱动力矩足够,那么可以纯粹以电方式行驶并且切断内燃机,以便节省燃料以及无排放行驶。与驱动额定力矩相应的驾驶员期望力矩由油门踏板状态或者油门踏板位置通过油门踏板特征曲线推导出来。因此,当驾驶员期望力矩小于或等于最大可能的以电动机驱动的驱动力矩时,得到了纯粹以电方式行驶的油门踏板区域,而当驾驶员期望力矩大于最大可能的以电动机驱动的驱动力矩时,则存在额外地需要用内燃机驱动的驱动力矩的区域。
在公知的用于触发混合驱动装置的方法中表明,当车辆应该例如在市中心区域内无排放地行驶时,驾驶员只能利用油门踏板区域的很小的部分。这是因为,一旦驾驶员选择了超过最大可能的用电动机驱动的驱动力矩的驱动额定力矩,内燃机自动被接通并由此产生不期望的排放。
发明内容
本发明的任务是,提出一种本文开头所描述的方法,利用该方法在需求时确保了尽可能舒适且无排放的行驶。
根据本发明,该任务通过专利权力要求1的特征来解决。其他有利的设计方案尤其由从属权利要求和附图以及与之相关的描述中得出。
据此,提出了一种用于触发车辆的混合驱动装置,例如并行混合动力装置或类似物的方法,在该方法中,例如通过相应的触发设备,像例如控制器或类似物以内燃机驱动方式和/或以电动机驱动方式依赖于油门踏板位置借助存储的标准的油门踏板特征曲线来提供驱动额定力矩以驱动车辆。为了车辆的无排放行驶,也就是说为了可以实现在没有用内燃机驱动的驱动力矩的情况下的行驶,在识别出驾驶员对无排放行驶的期望的情况下,标准的最初存储的油门踏板特征曲线可以如下这样地来匹配,即,最大驱动额定力矩与最大可能的用电动机驱动的驱动力矩相应。
以该方式可行的是,车辆通过传达驾驶员对无排放行驶的期望借助根据本发明的方法仅以电方式触发,从而内燃机在此被切断并且车辆在不产生排放的情况下被触发。为了使这一点可以特别安全且舒适地实现,标准的油门踏板特征曲线相应地被匹配,从而使油门踏板状态或者油门踏板位置相应地被重新表示。例如油门踏板特征曲线针对纯粹以电方式行驶可以如下这样来改变,即,几乎取消混合行驶区域。
据此,本发明的特别简单的实施方案可以规定,匹配的油门踏板特征曲线在斜率方面相对于存储的油门踏板特征曲线在很大程度上保持不变,然而在电驱动装置的最大驱动额定力矩之上几乎被截断,因此即使当驾驶员选择了高达100%的油门踏板位置时,也取消接通以内燃机驱动的驱动装置。在这里得出如下的优点,即,针对驾驶员保持了通过存储的油门踏板特征曲线产生的驾驶感觉,这是因为由于在匹配的油门踏板特征曲线中梯度不变而保持了加速度和油门踏板状态之间的关系。
根据本发明的另一实施方案也可以规定,在提出的方法的框架内存储匹配的油门踏板特征曲线,为了纯粹以电方式行驶该油门踏板特征曲线以几乎执行重新标度的方式利用整个油门踏板区域。在这种情况下,在匹配的油门踏板特征曲线中与最初存储的油门踏板特征曲线相比,梯度如下这样地变化,即,作为最大驱动额定力矩将最大可能的用电动机驱动的驱动力矩配属于油门踏板位置的大约为100%的值。因此,利用匹配的油门踏板特征曲线的针对驾驶员的驾驶感觉由于比较缓斜的梯度变得感觉更细腻,这是因为加速行为和油门踏板位置之间的关系相应地发生变化。因为充分利用了整个油门踏板区域,所以以有利的方式在触发时没有死区。
附图说明
借助附图对本发明作进一步说明。在附图中:
图1示出了按照根据本发明的用于触发车辆的混合驱动装置的方法的第一实施方案的驱动额定力矩关于油门踏板位置的分布曲线的图表;
图2示出了按照根据本发明的方法的第二实施方案的驱动额定力矩关于油门踏板位置的分布曲线的图表。
具体实施方式
图1和图2中示出了具有示例性示出的匹配的油门踏板特征曲线I和II的图表,它们应用在根据本发明的用于触发车辆的混合驱动装置的方法的框架内。
在混合驱动装置中存在如下的可行性,即,车辆不仅能以内燃机驱动方式而且也能以电动机驱动方式来触发,以及也可以结合两种驱动方式来触发。因为通常在没有足够的电驱动力矩时内燃机被接通,所以车辆不能驶过例如预先给定了所谓的零排放区的区域。因为一旦超过了预定的油门踏板位置FP,那么在公知的触发方法中内燃机被接通。
在图中示意出的油门踏板区域位于对应于值0%的未被操作的油门踏板位置FP与对应于值100%的被完全操作的油门踏板位置FP之间。
根据本发明在此规定,在识别出驾驶员对无排放行驶的期望的情况下,油门踏板特征曲线如下这样来匹配,即,最大驱动额定力矩Tsoll-max与最大的用电动机驱动的驱动力矩TE-max相应。驾驶员期望的传达例如可以自动地或手动地通过开关或类似物来进行,于是仅纯粹以电方式行驶,从而实现了无排放驱动,这是因为该区域取消了混合行驶。
在图1中示出了在该方法的第一实施方案的框架内根据匹配的油门踏板特征曲线I的驱动额定力矩Tsoll关于油门踏板位置FP的分布曲线。在这里,匹配的油门踏板特征曲线相对于最初存储的油门踏板特征曲线在斜率或者梯度方面保持不变,其中,在电驱动装置的最大力矩之上不允许驱动额定力矩Tsoll进一步提高,从而例如在油门踏板位置FP的60%的值时达到了最大的驱动额定力矩Tsoll-max,并且因此与最大的电驱动额定力矩TE-max相应。因此,从油门踏板位置FP的大约60%的值开始直到油门踏板位置FP的100%的值,最大的驱动额定力矩Tsoll-max保持恒定。
在图2中示出了在根据本发明的方法的第二实施方案的框架内的另一匹配的油门踏板特征曲线II,其中,匹配的油门踏板特征曲线II的梯度或者斜率与最初存储的油门踏板特征曲线相比如下这样进行变化,即,将最大的用电动机驱动的驱动力矩TE-max配属于油门踏板位置FP的大约100%的值作为最大驱动额定力矩Tsoll-max。因此,在匹配的油门踏板特征曲线II中为了以电方式行驶利用了整个油门踏板区间,从而几乎实现了一种重新标度。因为在匹配的油门踏板特征曲线II中斜率或者梯度比最初的油门踏板特征曲线更缓斜,所以在整个油门踏板位置区域中能够实现没有死区的感觉细腻的行驶。
在根据本发明的方法中规定,驾驶员对无排放行驶的期望的传达可以由驾驶员手动地通过开关或也可以自动地传达。同样,无排放行驶的结束也可以手动地通过相应操作开关例如通过重新操作开关或也可以自动地结束。为了手动的传达或者结束也可以利用油门踏板上所谓的踢下开关(Kick-down-Schalter)。
无排放行驶的自动结束例如可以通过与车辆相关的状态来决定,这些状态使零排放行驶合理地结束。这尤其可能是如下情况,即,电驱动力矩不足以使车辆以期望的方式加速。这例如可以通过如下被识别出来,即,尽管电驱动装置全负荷但车速或输出转速仍进一步降低。在该情况下,驾驶员可以通过显示器或警示灯获得自动结束无排放行驶的提示。在此,在预定的时间间隔之后才可以实现自动停止,从而使驾驶员在需要时对提示作出反应并且可以阻止自动结束。这例如可以通过如下来实现,即,重新操作开关,从而保持无排放行驶。
附图标记列表
Tsoll 驱动额定力矩
Tsoll-max 最大驱动额定力矩
TE-max 最大的用电动机驱动的驱动力矩
FP 油门踏板位置
I 匹配的油门踏板特征曲线
II 匹配的油门踏板特征曲线
Claims (11)
1.一种用于触发车辆的混合驱动装置的方法,在所述方法中,依赖于油门踏板位置(FP)借助存储的油门踏板特征曲线以内燃机驱动方式和/或以电动机驱动方式来提供驱动额定力矩(Tsoll)以驱动车辆,其特征在于,在识别出驾驶员对无排放行驶的期望的情况下,油门踏板特征曲线(I、II)以如下方式来匹配,即,使最大的驱动额定力矩(Tsoll)与最大的以电动机驱动的驱动力矩(TE-max)相应。
2.根据权利要求1所述的方法,其特征在于,匹配的油门踏板特征曲线(I)的梯度与最初存储的油门踏板特征曲线的梯度相应,而最大的驱动额定力矩(Tsoll-max)在匹配的油门踏板特征曲线(I)中从油门踏板位置(FP)的预定的值起保持恒定。
3.根据权利要求2所述的方法,其特征在于,作为油门踏板位置(FP)的预定的值选择如下值,在所述值的情况下达到了最大的以电动机驱动的驱动力矩(TE-max)。
4.根据权利要求2或3所述的方法,其特征在于,在匹配的油门踏板特征曲线(I)中在油门踏板位置(FP)的大约60%的值处达到最大的以电动机驱动的驱动力矩(TE-max)。
5.根据权利要求2至4中任一项所述的方法,其特征在于,最大的驱动额定力矩(Tsoll-max)大致在油门踏板位置(FP)的60%至100%的值之间恒定地选择。
6.根据前述权利要求中任一项所述的方法,其特征在于,在匹配的油门踏板特征曲线(II)中与最初存储的油门踏板特征曲线相比较,所述梯度以如下方式来改变,即,作为最大驱动额定力矩(Tsoll-max)将最大的以电动机驱动的驱动力矩(TE-max)配属于油门踏板位置(FP)的大约100%的值。
7.根据权利要求6所述的方法,其特征在于,匹配的油门踏板特征曲线(II)的梯度选择成比存储的油门踏板特征曲线的梯度小。
8.根据前述权利要求中任一项所述的方法,其特征在于,驾驶员对无排放行驶的期望通过开关手动地或自动地传达。
9.根据权利要求8所述的方法,其特征在于,将驾驶员对无排放行驶的期望的自动传达显示给驾驶员。
10.根据前述权利要求中任一项所述的方法,其特征在于,无排放行驶通过开关手动地或自动地结束。
11.根据权利要求10所述的方法,其特征在于,当识别出在电驱动装置全负荷的情况下车速或输出转速减小时,将无排放行驶的结束显示给驾驶员。
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DE102011078669.4 | 2011-07-05 | ||
DE102011078669A DE102011078669A1 (de) | 2011-07-05 | 2011-07-05 | Verfahren zum Ansteuern eines Hybridantriebes eines Fahrzeuges |
PCT/EP2012/061302 WO2013004463A1 (de) | 2011-07-05 | 2012-06-14 | Verfahren zum ansteuern eines hybridantriebes eines fahrzeuges |
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US (1) | US20140162837A1 (zh) |
EP (1) | EP2729339A1 (zh) |
CN (1) | CN103619687A (zh) |
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WO (1) | WO2013004463A1 (zh) |
Cited By (2)
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CN107776567A (zh) * | 2016-08-25 | 2018-03-09 | 丰田自动车株式会社 | 混合动力车辆的控制装置 |
CN112406852A (zh) * | 2019-08-20 | 2021-02-26 | 纬湃科技投资(中国)有限公司 | 用于混合动力车辆的控制方法及混合动力车辆 |
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FR3003620B1 (fr) * | 2013-03-19 | 2015-03-06 | Renault Sas | Procede et dispositif de synchronisation d'un pignon fou de boite de vitesse sur son arbre |
DE102013211974A1 (de) * | 2013-06-25 | 2015-01-08 | Zf Friedrichshafen Ag | Verfahren zum Erfassen des Fahrerwunsches |
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2012
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- 2012-06-14 CN CN201280029985.XA patent/CN103619687A/zh active Pending
- 2012-06-14 EP EP12727656.6A patent/EP2729339A1/de not_active Withdrawn
- 2012-06-14 WO PCT/EP2012/061302 patent/WO2013004463A1/de active Application Filing
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US20140162837A1 (en) | 2014-06-12 |
WO2013004463A1 (de) | 2013-01-10 |
EP2729339A1 (de) | 2014-05-14 |
DE102011078669A1 (de) | 2013-01-10 |
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