CN104080682A - 用于预备定义的能由驾驶员调用的起动过程的方法 - Google Patents

用于预备定义的能由驾驶员调用的起动过程的方法 Download PDF

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CN104080682A
CN104080682A CN201380007706.4A CN201380007706A CN104080682A CN 104080682 A CN104080682 A CN 104080682A CN 201380007706 A CN201380007706 A CN 201380007706A CN 104080682 A CN104080682 A CN 104080682A
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D·魏斯
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
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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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • 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
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    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18172—Preventing, or responsive to skidding of wheels
    • 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
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
    • B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, skidding of wheels
    • 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
    • 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
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/10—Historical data
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions
    • B60W40/068—Road friction coefficient
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
    • B60W40/13—Load or weight
    • 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
    • B60W50/085—Changing the parameters of the control units, e.g. changing limit values, working points by control input

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Abstract

本发明涉及一种用于预备机动车的定义的能由驾驶员调用的起动过程的方法，所述机动车包括设置在马达和变速器之间的起动元件，在该方法中，在由驾驶员要求最大功率时并且在调用定义的起动过程时，借助于电子控制单元将马达的转速或者转矩调整到预定的值，其中，所述预定的值通过电子控制单元这样自动地根据所确定的摩擦特性参数来确定，通过所述摩擦特性参数可以得出关于要期待的能传递的用于加速过程的驱动力矩的至少一个相关结论，使得利用所述预定的值在预备之后接着的起动过程和加速过程时达到用于尽可能好地加速的最大可能的驱动力矩。本发明规定，所述摩擦特性参数根据在预先定义的起动过程中所确定的状态参数来确定，所述状态参数影响出现的驱动力矩。

Description

用于预备定义的能由驾驶员调用的起动过程的方法
技术领域
本发明涉及一种根据权利要求1的前序部分的方法，该方法用于预备机动车的定义的能由驾驶员调用的起动过程。
背景技术
这种方法例如与赛车起动(Rennstart)—起动过程(“起动控制”)相关联地在BMW M车辆中已知。该起动控制能在容易驾驶的(griffig)车道上实现优化的车辆加速。已知的起动控制通过如下方法调用，即，在机动车停止时去激活滑动调节系统，选择特殊的行驶程序，变速杆在车辆停止时置于确定的位置中并且加速踏板被完全踩下。因此，起动控制通过如下方法预备，即，在离合器还打开时将马达转速调整到固定值。利用释放变速杆使车辆加速；亦即，预备的起动过程接着借助于离合器调节就优化加速的意义而言继续。
由DE 103 05 297 A1已知一种用于控制能由驾驶员调用的起动过程的相应的方法，其中，首先将转速(在优化摩擦的前提下)调整到预定的马达转速。在起动过程期间，为了达到最大可能的加速而进行离合器力矩的调节，其中，当在驱动车轮和车道之间占优势的摩擦小于预定的界限时，尽管要求最大的功率但是马达力矩降低。因此考虑如下情况。即，实际存在比假定的优化的摩擦更少的摩擦。
一种用于考虑较少的摩擦的备选方法在DE 103 05 298 A1提出。在这里，用于预备定义的能由驾驶员调用的起动过程的方法在离合器打开时将内燃机的转速调整到预定的马达转速值，其中，预定的马达转速根据至少一个特性参数来确定，所述特性参数由至少一个已知的运行参数形成并且通过所述特性参数可以在离合器关闭时得出关于要期待的驱动力矩的至少一个相关结论。
为了确定马达转速，例如如下摩擦特性参数被包含在内，所述摩擦特性参数反映轮胎在车道上的要期待的摩擦。在确定摩擦特性参数时，例如将车外温度和/或轮胎复合(Reifenmischung)和/或汽车重量和/或车道种类和/或车道状况考虑作为运行参数。然而，所预测的摩擦特性参数可以由于不同的、不可精确预测的影响而偏离实际的摩擦，从而达不到优化的加速。
发明内容
本发明的任务在于，给出一种相对于现有技术改善的方法，该方法用于预备定义的能由驾驶员调用的起动过程。
该任务通过根据权利要求1的方法来解决。有利的进一步扩展方案由从属权利要求得出。
本发明的基本构思是，在确定力矩变化时考虑如下影响，所述影响已经在预先定义的起动过程中导致车辆的未优化的加速。
现在按照本发明以已知用于预备机动车的定义的能由驾驶员调用的起动过程(特别是所谓的赛车起动或者所谓的起动控制)的方式，利用设置在马达(内燃机和/或电动机)和变速器之间的起动元件(例如可控制的离合器或者变矩器)，在由驾驶员要求最大功率时并且在调用定义的起动过程时，借助于电子控制单元将马达的转速或者转矩调整到预定的值(马达转速或者马达转矩)。在此，马达转速或者马达转矩通过电子控制单元这样自动地根据摩擦特性参数来确定，通过所述摩擦特性参数可以得出关于要期待的能传递的用于加速过程的驱动力矩的至少一个相关结论，从而在预备之后接着的起动过程中达到用于尽可能好地加速的最大可能的驱动力矩。
现在主要是，在确定摩擦特性参数时考虑在预先定义的起动过程中确定的状态参数，所述状态参数反映摩擦并且因此影响所出现的驱动力矩。
由预先定义的起动过程确定的状态参数可以在确定摩擦特性参数时这样考虑，使得由预定的优化的摩擦特性参数和/或由运行参数所确定的、要期待的摩擦特性参数或者对于预先定义的起动过程所确定的摩擦特性参数来确定第一(基本)摩擦特性参数，所述摩擦特性参数根据在预先定义的起动过程中所确定的状态参数来修正，亦即，摩擦特性参数(持续地)根据在预先定义的起动过程中所确定的状态参数来修正，所述状态参数影响所出现的驱动力矩。
因此通过在预先定义的起动过程期间基于所确定的状态参数来修正(基本)摩擦特性参数，可以在所希望的优化的加速方面显著地改善后续定义的起动过程。
以有利的方式，状态参数涉及在驱动车轮和车道之间(在定义的速度窗口内)出现的滑动。因此，摩擦特征参数根据在预先定义的起动过程中所确定的作为状态参数的滑动系数来修正。
在此，滑动系数的考虑可以这样进行，使得摩擦特性参数根据在预先定义的起动过程中所确定的滑动系数的偏差，在定义的速度窗口中向为所述速度窗口预定的目标滑动系数来修正，特别是这样修正，使得在接着的起动过程中，出现的滑动系数接近目标滑动系数。为此，在电子控制单元中储存有参考滑动特性曲线/或者目标滑动特性曲线。如果在(预先)定义的起动过程中所确定的滑动系数在定义的速度窗口中与原来的(或者已经修正的和实际有效的)参考值相偏离，则进行再适配。因此随动起动(Folgeanfahrt)总是更优化的。
以有利的方式，利用所确定的摩擦特性参数和/或已知的汽车重量和/或所确定的汽车加速度和/或变化的转速比也可以在整个加速过程期间实行可传递的驱动力矩或者车轮力矩的预控制，亦即，这些信息不仅被考虑用于起步的转速预定值或者转矩预定值，而且也被考虑用于在整个加速过程期间的操控。因此，可以通过车辆速度预控制完整的车轮力矩曲线。
摩擦系数学习功能的优点特别是在于，即使在较差的摩擦系数时也能允许具有优化适配的摩擦系数的随动起动，因为从开始就可以使用最大的牵引力，无需相应的调节系统作用。因此，通过传递时间和响应时间来避免延迟。

Claims (6)

1.用于预备机动车的定义的能由驾驶员调用的起动过程的方法，所述机动车包括设置在马达和变速器之间的起动元件，在该方法中，在由驾驶员要求最大功率时并且在调用定义的起动过程时，借助于电子控制单元将马达的转速或者转矩调整到预定的值，其中，所述预定的值通过电子控制单元这样自动地根据所确定的摩擦特性参数来确定，通过所述摩擦特性参数可以得出关于要期待的能传递的用于加速过程的驱动力矩的至少一个相关结论，使得利用所述预定的值在预备之后接着的起动过程和加速过程时达到用于尽可能好地加速的最大可能的驱动力矩，其特征在于，所述摩擦特性参数根据在预先定义的起动过程中所确定的状态参数来确定，该状态参数影响所出现的驱动力矩。
2.根据权利要求1所述的方法，其特征在于，将所述马达的转速或者转矩调整到预定的马达转速或者预定的马达转矩。
3.根据权利要求1或2所述的方法，其特征在于，所述摩擦特性参数这样确定，使得预定的优化的摩擦特性参数和/或由运行参数所确定的要期待的摩擦特性参数或者对于预先定义的起动过程所确定的摩擦特性参数根据在预先定义的起动过程中所确定的状态参数来修正。
4.根据权利要求3所述的方法，其特征在于，所述摩擦特性参数根据在预先定义的起动过程中所确定的作为状态参数的滑动系数来修正。
5.根据权利要求3或4所述的方法，其特征在于，所述摩擦特性参数根据在预先定义的起动过程中所确定的滑动系数的偏差在定义的速度窗口中向为所述速度窗口预定的目标滑动系数来修正，特别是这样修正，使得在接着的起动过程中，出现的滑动系数接近目标滑动系数。
6.根据上述权利要求之一所述的方法，其特征在于，利用所确定的摩擦特性参数和/或汽车重量和/或汽车加速度和/或变化的转速比在整个加速过程期间实行可传递的驱动力矩或者车轮力矩的预控制。
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US20140357449A1 (en) 2014-12-04
CN104080682B (zh) 2017-02-22

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