CN104816722A - 用于运行道路耦联式混合动力车辆的方法和控制装置 - Google Patents
用于运行道路耦联式混合动力车辆的方法和控制装置 Download PDFInfo
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Abstract
本发明涉及一种用于运行道路耦联式混合动力车辆的控制装置和方法,所述混合动力车辆具有用于控制配设给第一轴(例如前轴)的第一驱动单元的驱动力矩和配设给第二轴(例如后轴)的第二驱动单元的驱动力矩的控制装置,其中一个驱动单元具有至少一个电马达而另一个驱动单元具有至少一个内燃机,其中,借助于所述内燃机和控制单元利用以下两个步骤限制负荷点提升,通过该负荷点提升给用于运行电马达的能量储存器充电:根据转向角和车辆速度确定对于在理想牵引力情况(高摩擦系数)下的负荷提升力矩的最高允许的上限(基础水平),以及按照需要地进行先前确定的上限对于可能存在的牵引力恶化的环境影响(低的摩擦系数;冰、雪、雨)而力矩减少的匹配。
Description
技术领域
本发明涉及用于运行道路耦联式混合动力车辆的方法和控制装置,所述混合动力车辆具有电子控制单元、具有配设给第一轴(例如前轴)的第一驱动单元(例如电马达)并且具有配设给第二轴(例如后轴)的第二驱动单元(例如内燃机或者内燃机和电马达)。
背景技术
用于运行道路耦联式混合动力车辆的不同的方法例如在德国专利申请10 2012 211 920、10 2013 208 965或者10 2013 219 085中描述。
德国专利申请10 2012 211 920已经由所谓的道路耦联式混合动力车辆出发,该混合动力车辆具有至少一个初级马达(例如电马达)并且具有次级马达(例如内燃机),该初级马达作为驱动马达对混合动力车辆的第一轴起作用,该次级马达作为驱动马达对混合动力车辆的第二轴起作用。在此,初级马达和次级马达不是通过耦联装置,而是仅经由车轮通过道路而驱动相关地耦联。这种道路耦联式混合动力车辆也被称作“分轴”混合动力车辆。在此优选地,电马达用作初级马达并且内燃机用作次级马达。
德国专利申请10 2012 211 920和10 2013 208 965致力于用于接通次级马达的方法。
DE 10200544828 A1描述了一种用于确定在混合动力车辆中的理想运行点的方法。在此,特别是除动态效果之外也考虑到车辆的行驶稳定性作用和传动作用。理想运行点的确定如下进行:在第一步骤中借助于保存的特性曲线族确定第一坐标,并且在接着的第二步骤中,在考虑到动态性能的情况下优化所述坐标。
在公开文献DE 102008035451 A1描述了一种用于借助于控制电马达的功率输出来这样优化混合动力车辆的方法,使得内燃机的功率输出被控制到对于该内燃机的运行状况优化的负荷点上。在此,混合动力车辆的总功率保持恒定。可以通过将电马达用作给混合动力车辆的电存储器充电用的发电机来提高车辆的总功率。在此,内燃机的负荷点这样被调节,使得内燃机可以尽可能消耗少地运行。
公开文献DE 102006034933 A1描述了一种用于优化地控制和监控混合动力车辆的方法,其中,不仅可以获得行驶舒适性提高而且可以获得消耗优点。按照通过确定的传感器所检测的运行模式(例如道路类型、交通情况、地面类型、车辆速度、道路坡度、充电状况)灵活地监控和控制负荷点提升。
WO 09021913 A2描述了一种用于在并行的混合动力车辆的情况下在混合运行中移动负荷点的方法,通过实施该方法可调整内燃机的消耗有利的运行点和能量存储器的优化的充电状况。
发明内容
本发明的任务在于,不仅鉴于可再现的与驾驶相关的目标精确度而且鉴于在转弯行驶时的行驶稳定性而改善开始时提到类型的混合动力车辆。
按照本发明,该任务通过独立的权利要求的技术方案来解决。从属权利要求是本发明的有利的进一步扩展方案。
本发明涉及一种用于运行道路耦联式混合动力车辆的控制装置和方法,所述混合动力车辆具有用于控制配设给第一轴(例如前轴)的第一驱动单元的驱动力矩和配设给第二轴(例如后轴)的第二驱动单元的驱动力矩的控制装置。在此,其中一个驱动单元具有至少一个电马达而另一个驱动单元具有至少一个内燃机。按照本发明,借助于所述内燃机和控制单元利用以下两个步骤限制负荷点提升,应该通过该负荷点提升根据混合运行策略给用于运行电马达的能量储存器充电:
-在第一步骤中,根据转向角和车辆速度确定对于在理想牵引力情况(高摩擦系数)下的负荷提升力矩的最高允许的上限(基础水平),以及
-在第二步骤中,按照需要地进行先前确定的上限对于可能存在的牵引力恶化的环境影响(低的摩擦系数;冰、雪、雨、裂缝(Split)等等)而力矩减少的匹配。
对基础水平的第一种限制特别是用于在相应相同的转向角和相同的车辆速度时的目标精确度和转弯可再现性。第二种可能按照需要进一步的限制用于在转弯行驶时在行驶动态的边界范围内改善牵引力、横向导向和自行转弯性能。
本发明基于以下考虑:
在混合动力车辆中经常利用“负荷点提升”的所谓的方法,以便在行驶期间给能量存储器充电。在负荷点提升的原理中,发电机式地运行电机(电马达)。附加于用于车辆驱动由内燃机所要求的力矩,将附加的力矩施加到曲轴上。在此,内燃机的运行点可以在更好的特定的消耗的范围内移动。不同于传统的纯内燃机式的驱动系,在这里,内燃机在提升负荷的情况下必需地产生比用于驱动车辆而更多的功率。所述过剩功率由发电机转化成电功率并且传输给电能量储存器。因此,过剩功率供使用于在稍后的时间点利用电机的驱动。
按照本发明的驱动概念涉及道路耦联式的并行驱动(“分轴”)。对此特征在于,在第一轴上的电机和在另一个轴上的内燃机之间仅通过道路来耦联(无机械或者电气耦联)。在本发明中示例性地观察如下的实施方式,在该实施方式中内燃机处于后轴(HA)上而电机处于前轴(VA)上。不同于所确定的现有技术,在这里说明的本发明仅涉及行驶动态的关联性在负荷点提升时的监控和考虑。该负荷点提升与按照现有技术的针对效率的驱控相叠加并且对该负荷点提升提供上限。
在传统的、功率分流的混合动力车辆中(这些混合动力车辆不仅机械地而且电气地相互耦联),重新安排的力矩在电机和内燃机之间不是对车轮有效的(radwirksam)(车轮力矩中性的),因为所述力矩已经在所述两个驱动装置之间的轴上被平衡。在道路耦联的负荷点提升时与在“分轴”概念中给出的相反,每个通过负荷点提升而产生的力矩是对车轮力矩有效的;亦即,力矩通过轮胎-车道或者车道-轮胎的接触面传递。车轮力矩通过负荷点提升的这种影响对行驶动力学具有消极影响。各轴拉紧(verspannen)。负荷点提升的力矩越高,车辆导向特性、例如在转弯中的目标精确度或者转弯精度越低。转向力提高,为此转向角需求提高。牵引力和稳定性影响性地降低,特别是在低的摩擦系数上。
为了解决负荷点提升的上面提到的问题,按照本发明已经提出一种行驶动动力学监视机制,该行驶动态监视机制将负荷点提升限制于相协调的水平。稳定性或者动力学的消极影响被局限或者甚至消除。
负荷点提升的按照本发明的限制由两个部分组成。其中第一部分提供所谓的“基础水平”。根据转向角和速度,在理想牵引力情况(高摩擦系数)下确定最高允许的上限。
所述第二部分是先前确定的基础水平对于环境影响的适配(对于较低的值)。在此,所述基础水平(第1部分)最多仅能够最小地减少到零值。经由适配性的限制的最高负荷点提升通过从摩擦系数模型(环境影响,第2部分)和基础水平(第1部分)中选择最小值而形成。这优选地可以通过如下函数来描述:
MIN(mRadlastBasis,k*μmax HA-mRadHA)。
在此,值mRadlastBasis是基础水平(第1部分)。值k*μmax HA对于于适配是与车辆环境信息相关的量化(skalieren)的潜在参量(例如坡度、摩擦系数(湿的、滑的或者覆盖有雪的车道)、其它的行驶阻力)。
值mRadHA描述了在后轴上无附加的负荷点提升功能的车轮转动力矩。
所述函数的相应值在实施例中还进一步阐述并且图形化地示出。
因此,可以根据确定的行驶情况、通过所述两个部分的叠加或者最小值选择来预定由行驶动态看来最高允许的负荷点提升力矩。
附加的信息也可以集成到所量化的信息(如例如车对车(Car2Car)通信、导航信息、预测信息、环境传感技术等等)中以用于确定第2部分。
通过非耗费地应用行驶动态监视系统可以在临界的情况下将负荷点提升限制于行驶动态上相协调的力矩。由此,特别是可以在这种情况(例如低的摩擦系数和/或转弯行驶)中保证或者改善行驶稳定性。此外,行驶舒适性可以通过保持不变的转向性能来改善。
附图说明
在紧接于此的实施例中借助于附图更详细地阐述本发明的细节。图中:
图1示出道路耦联式混合动力车辆的示意图,该混合动力车辆具有对于按照本发明的方法基本的组件,以及
图2示出按照本发明的方法的基本步骤的图解的视图。
具体实施方式
在图1中示出所谓的道路耦联式混合动力车辆,所述混合动力车辆具有第一电马达1作为初级马达并且具有内燃机3作为次级马达,该初级马达作为驱动马达例如对前轴VA起作用,该次级马达作为驱动马达对后轴起作用。第二电马达2能够附加地设置用于内燃机3。此外,自动变速器4能在输入侧与内燃机3连接。类似地,本发明也能应用于组件2、3和4的不同地设置的顺序;例如也应用于一种如下的布置结构,在该布置结构中,电马达2设置在内燃机3和自动变速器4之间。在另一种按照本发明的道路耦联式混合动力车辆中,前轴VA也可以由内燃机驱动并且后轴也可以由电马达驱动。最后,为了驱动电马达1和2,混合动力车辆具有电能量存储器7,该能量存储器特别是能通过内燃机3的力矩过剩(负荷点提升)在发电机式地运行电马达2时充电。
用于控制混合动力车辆的运行的方法通过电子控制单元5实施,该电子控制单元具有相应的可编程的函数模块以及与所需要的传感器和致动器的连接。按照本发明,包含例如以软件-程序部件的形式的函数模块LA(“负荷点提升”),通过图2的说明更详细地探讨该函数模块的实施方案和功能方式:
图2以短虚线示出按照现有技术在未限制负荷点提升时的轴力矩分配,该轴力矩分配具有在这里在后轴上的力矩mLPA,其中,M_VA是在前轴上的驱动力矩,而M_HA是在后轴上的驱动力矩。利用函数模块LA的第一函数部分将由运行策略所确定的、未限制的负荷点提升mLPA在第1信号路径中根据车辆速度和转向角限制于基础水平mRadlastBasis(长虚线)。该基础水平mRadlastBasis在第2信号路径中利用函数模块LA的第二函数部分(在这里以进一步限制的方式)叠加基于模型的适配的部分k*μmax HA。在此,根据环境影响计算在两个轴上的摩擦系数水平并且通过该水平从中量化因数(在这里:k),其中应该发生最终的最高负荷点提升(粗实线)。因此,由常规的推进和在后轴HA上的负荷点提升所组成的总力矩总是在先前确定的所量化的边界范围之下。相对来说,以细实线示出在没有负荷点提升的情况下以力矩mRadHA的驱动控制。
Claims (4)
1.用于运行具有电子控制单元(5)的道路耦联式混合动力车辆的控制装置,所述混合动力车辆具有配设给第一轴(VA)的第一驱动单元(1)并且具有配设给第二轴的第二驱动单元(3),其中,其中一个驱动单元(1)具有至少一个电马达并且另一个驱动单元(3)具有至少一个内燃机,其中,借助于所述内燃机(3)能进行负荷点提升(mLPA),通过所述负荷点提升能给用于运行所述至少一个电马达(1)的能量存储器(7)充电,并且其中,在控制单元(5)中包含用于限制负荷点提升(mLPA)的函数模块(LA),所述函数模块这样具有两个函数部分,使得
-在第一函数部分(第1“基础水平”)中,能根据转向角和车辆速度确定对于在理想牵引力情况(高摩擦系数)下的负荷提升力矩的最高允许的上限(mRadlastBasis)以及
-在第二函数部分(第2“适配”)中,能按照需要地进行先前确定的上限(mRadlastBasis)对于牵引力恶化的环境影响而力矩减少的匹配(k*μmax HA)。
2.根据权利要求1所述的控制装置,其特征在于,所述第一函数部分(1.)的基础水平(mRadlastBasis)最小能减少到零值。
3.根据上述权利要求之一所述的控制装置,其特征在于,所述用于确定最终的最高负荷点提升的适配性的限制能通过最小值选择(MIN)来实现,该最小值选择从在第一函数部分(1.)中所确定的基础水平(mRadlastBasis)和在第二函数部分(适配)中针对决定牵引力的环境影响所确定的摩擦系数模型解(k*μmax HA-mRadHA)中进行。
4.用于运行具有控制装置(5)的道路耦联式混合动力车辆的方法,所述控制装置用于控制配设给第一轴(VA)的第一驱动单元(1)的驱动力矩(M_VA)和配设给第二轴(HA)的第二驱动单元(3)的驱动力矩(M_HA),其中,其中一个驱动单元(1)具有至少一个电马达(1)而另一个驱动单元(3)具有至少一个内燃机(3),其中,借助于内燃机(3)和控制单元(5)以如下两个步骤限制负荷点提升,通过所述负荷点提升给用于运行电马达(1)的能量存储器(7)充电:
-在第一步骤中,根据转向角和车辆速度确定对于在理想牵引力情况(高摩擦系数)下的负荷提升力矩的最高允许的上限(mRadlastBasis)。
-在第二步骤中,按照需要地进行先前确定的上限(mRadlastBasis)对于牵引力恶化的环境影响而力矩减少的匹配(k*μmax HA)。
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