CN106233031A - 用于确定用于衰减抖振振动的软件减振器的参数的方法 - Google Patents
用于确定用于衰减抖振振动的软件减振器的参数的方法 Download PDFInfo
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Abstract
本发明涉及一种用于确定软件减振器的参数的方法,所述软件减振器接通离合器控制装置并且用于衰减离合器力矩的抖振振动,所述离合器力矩要经由自动的摩擦离合器传递,所述摩擦离合器在机动车辆的动力传动系中设置在内燃机和变速器之间,所述摩擦离合器由离合器控制装置借助于离合器理论力矩控制,其中借助于所述软件减振器,修正在预设的运行状态中由于抖振振动而加载的离合器理论力矩,其中在调制所述离合器理论力矩时,确定根据所述离合器理论力矩经由所述摩擦离合器传递的离合器力矩的传递特性,并且根据确定的所述传递特性,确定软件减振器的参数。为了能够快速地并且全面地确定软件减振器的参数,借助于在抖振振动的频率范围中的宽带激励对离合器理论力矩进行调制,并且根据动力传动系的运行参数,确定传递特性。
Description
技术领域
本发明涉及一种用于确定软件减振器的参数的方法,所述软件减振器接通离合器控制装置并且用于衰减离合器力矩的抖振振动,所述离合器力矩要经由自动化的摩擦离合器传递,所述摩擦离合器在机动车辆的传动系中设置在内燃机和变速器之间,所述摩擦离合器由离合器控制装置借助于离合器理论力矩控制,其中借助于软件减振器,修正在预设的运行状态中由于抖振振动而加载的离合器理论力矩,其中在调制离合器理论力矩时,确定根据离合器理论力矩经由摩擦离合器传递的离合器力矩的传递特性,并且根据确定的传递特性,确定软件减振器的参数。
背景技术
自动的摩擦离合器、例如组成双离合器的摩擦离合器广为知晓,并且在具有内燃机和变速器例如自动换挡变速器、双离合器变速器等的动力传动系中设置在内燃机和变速器之间。摩擦离合器在此借助于离合器调节器、如离合器执行器来操纵。离合器执行器由离合器控制装置控制。离合器控制装置包含调节器,所述调节器根据离合器理论力矩来操纵摩擦离合器,使得在其输出端上存在预设的离合器力矩,所述离合器理论力矩可以借助于行驶策略程序,例如根据行驶期望力矩、行驶状况、道路状况等来确定。
由于摩擦离合器、内燃机、变速器等的特征,在摩擦离合器上会出现抖振过程,所述抖振过程引起离合器理论力矩的附带振动的传递,所述离合器理论力矩具有在例如最多30Hz的频率范围中的预设的频率响应。
为了衰减该频率响应,从DE 10 2013 204 698 A1中已知一种用于减小抖振振动的方法,其中为用于离合器理论力矩的离合器调节器添加仿真的减振器,即结合软件的减振器,例如软件减振器。
为了系统识别和设计,必须了解基于离合器理论力矩的动力传动系特性或传递特性。为了确定所述传递特性,通过下述方式仿真抖振振动:调制离合器理论力矩,并且将从中得到的与行驶舒适性有关的信号,例如机动车辆的纵向加速度或变速器输入转速,用于软件减振器、例如调节器或滤波器的设计和参数化。
为此,使用在抖振振动的相关的频率范围中、典型地在2Hz和30Hz之间离合器理论力矩的调制。在此,例如经由调节段以振动耦联的方式确定系统的频率响应,所述调节段以离合器控制装置开始经由离合器调节器、经由附带抖振振动的摩擦离合器直至其输出端、例如变速器输入轴,这通过下述方式进行:在典型几秒的时间段中,在期望的运行状态下,对离合器力矩执行具有固定频率的正弦激励,例如在相关的运行状态中、例如在起步和爬行情况中和在换挡之后接合时在抖振振动的相关频率范围上以0.5Hz的步长来执行。对传递特性的评估在此尽可能手动进行,这通过下述方式进行:在离散傅里叶变换之后逐分量逐个观察频率分量时,调制力矩的幅值和变速器输入转速或纵向加速度彼此相关。由此,得到传递函数,所述传递函数用于确定软件减振器的参数。所述方法是非常时间耗费的。
发明内容
本发明的目的是用于软件减振器的设计和参数化的方法的有利的改进方案。
所述目的通过权利要求1的方法的特征来实现。从属于其的权利要求描述权利要求1的方法的有利的实施方式。
提出的方法用于确定软件减振器的参数,所述软件减振器接通离合器控制装置并且设置用于衰减离合器力矩的抖振振动。离合器力矩与根据行驶策略预设的离合器理论力矩相关地经由摩擦离合器传递,该摩擦离合器在机动车辆的动力传动系中设置在内燃机和变速器之间。在此,摩擦离合器由离合器调节器借助于位置调节器来控制,此外,其输入信号是离合器理论力矩,并且其输出信号是操纵路径等。对位置调节器添加软件减振器,所述软件减振器通过下述方式修正在预设的运行状态中出现的抖振振动:所述软件减振器修正被加载的离合器理论力矩。为了确定软件减振器的参数,经由系统、尤其经由摩擦离合器确定离合器力矩的传递特性,其中借助于在预期的、调制的和/或凭经验在机动车辆上确定的抖振振动频率的范围中的振动,调制离合器理论力矩。根据确定的传递特性,随后标识并且参数化软件减振器。为了实现快速的并且全面的参数化,借助于在抖振振动的频率范围中的宽带激励,调制离合器理论力矩,并且根据动力传动系的运行参数,确定传递特性。
所提出的用于激励调节段、例如动力传动系的方法设计为,替代目前使用的固定频率的正弦函数,将宽带信号用于调制离合器理论力矩,所述宽带信号在抖振振动的相关的运行状态中被调制到由行驶策略得到的离合器力矩上。
通过持久的宽带激励,除了整体确定传递特性之外,覆盖对于系统识别相关的频谱。由此,以明显缩短的尝试时间,实现传递函数中的极为改进的频率分辨率。在此,优选地,将离合器理论力矩的最大幅值保持在预设的固定值上。
为了实现系统的这种宽带激励,可以设计不同的有利的方法。在激励的第一方式中,可以将所谓的伪随机二进制序列(PRBS)调制到离合器理论力矩上。PRBS理解成二进制信号,所述二进制信号模仿白噪声的频谱。PRBS基本上由两个信号电平构成,在这两个信号电平之间例如以20ms时钟周期切换。通过在所述电平之间的切换,形成矩形的调制,所述矩形的调制在频谱中的特征在于下述形式的幅值相关性:
其中频率为v。然而,所述相关性由于20ms的快速切换时间在从大约50Hz起的频率情况下才生效,因为在此第一频率分量消失。在此描述的PRBS信号的频谱在每个任意时刻都存在。由此,所需的实验持续时间仅通过在传递函数中期望的频率分辨率确定。根据离散傅里叶变化的关联关系,适用于确定传递特性的整个持续时间TEx=1/Δv,其中Δv是所追求的频率分辨率。附加的测量时间提高了信噪比。
宽带激励的一个有利的实施方式能够以具有随时间可变的频率的正弦信号的形式、例如以所谓的正弦扫描的形式构成。在此,频率在对于传递特性期望的频带中持续改变。通过所述持续改变,在相对短的时段之内,能够覆盖整个频带。
此外,例如借助于自适应滤波器、例如借助于具有LMS算法(最小均方算法)的横向滤波器,可以设计宽带激励的有利的实施方式。作为用于确定传递特性的激励源,尤其离合器力矩的或离合器理论力矩的在机动车辆的行驶运行中确定的脉冲响应用于被馈送的脉冲。
传动系统的传递特性对于成功的防抖振调节是非常有意义的。通过足够准确地确定传递函数或传递特性,例如呈调节器或滤波器的形式的软件减振器能够稳定地并且鲁棒地参数化,使得附加的激励是不可能的。
为了根据针对变速器输入转速或车辆纵向加速度给定的离合器理论力矩,实现软件减振器与动力传动系的根据机动车辆的运行状态而改变的传递特性匹配,提出,将尽可能全部的改变传递特性的运行状态包含到其确定中。
为了尽可能全面地确定传递特性和软件减振器的与此关联的参数化,因此可以根据调节段的、动力传动系的并进而整个机动车辆的以及其彼此处于能振动的连接中的部件的参数和运行状态来确定传递特性。优选地,在非穷尽的列举中,根据经由摩擦离合器传递的平均力矩,根据变速器的挂入的挡位,根据动力传动系的彼此耦联的质量,例如根据内燃机的可接通和关断的辅助设施,根据混合模块等,根据与动力传动系能振动地耦联的质量,例如根据具有车辆质量的车辆车身,根据车辆的挂车等,根据动力传动系的构件的至少一个温度,例如根据离合器调节器的、摩擦离合器的、内燃机的或/或变速器的温度等,根据机动车辆的行驶阻力,例如根据轮胎特性、轮胎压力等,可以确定传递特性。
在此,由行驶策略预设的离合器理论力矩用作为初始负荷,所述初始负荷对应于动力传动系的预应力。由此,克服可能的间隙,并且将动力传动系中的弹性元件置于应力下,这显著地影响传动系统的传递特性。由此得到,例如在初始负荷不同——即摩擦离合器的运行点不同——的情况下,根据传递的离合器力矩,确定传递特性。
因为动力传动系具有挡位相关的传动比,所以包含在动力传动系中的质量与不同选择的挡位和其传动比的耦联有所不同。此外,在双离合器变速器的情况下,耦联的能振动的质量的总和在下述情况下改变:在不活动的轴上挂入或分离挡位。这同样通过下述方式影响动力传动系的传递特性:挡位的接入降低谐振频率,而附加的挡位的分离提高频率,使得据此,确定传递特性。
因为车辆在其整体上是能振动的系统的一部分,所以其质量影响传递特性。这在总质量相应地改变的情况下必须予以考虑。识别车辆质量的改变可以是集成的调节器方案的一部分,其中例如借助于在离合器力矩模型中的传动系统观察器,考虑传递特性中的车辆质量。能够经由对信号和观察器结构的组合进行评估来进行识别。属于重要的测量信号的例如是发动机力矩、发动机转速、变速器转速、机动车辆的加速度并且还有附加的信息源,例如座椅占用识别和/或类似物。
机动车辆在起步过程期间必须克服的坡度在传递特性方面具有重要意义,因为例如内燃机以与在平面中的情况不同的方式支撑在其轴承中。由此,发动机质量的振动模式改变,并且传动系统的传递特性改变。这可以与改变的车辆质量类似地根据机动车辆的加速度例如借助于加速度传感器来识别,并且融入传递特性的确定中。
因为机动车辆的总系统遇到抖振振动,所以机动车辆的轮胎也影响所述振动并进而也影响传递特性。在此,改变的滚动阻力具有重要意义。因此,例如在确定传递特性时,考虑滚动阻力和/或类似参数。轮胎压力在现代车辆中通常通过轮胎中的相应的传感器已知,并进而能够在传递函数中可供使用。
除了通过能振动的总质量的改变之外(在此影响应类似于改变的车辆质量),挂车的使用形成对能振动的系统的改变的附加的源。这从下述情况下得出:当车辆的车身振动时,所附装的质量例如也会与车辆反向地振动,并进而谐振特性会根本地改变,使得相应在确定传递特性时有利地考虑挂车运行。
由于可能会接通全轮驱动装置,在系统中耦联的质量并且进而系统的振动和传递特性改变。此外,由此能够基于的是,在系统中所包含的刚性变强。这在相关的情况下可以在确定传递特性时予以考虑。
在可接通的混合模块的情况下,在接通时,耦联的质量之和改变。此外,电动机可以负责系统中的附加衰减,或者甚至通过其控制有效地影响系统特性。所述因素影响动力传动系的传递函数,并且在路段识别和参数化时予以考虑。
调节或传递元件中的温度影响振动特性,因为摩擦/阻尼相应地改变。例如,制动器的、摩擦离合器的、周围环境的和/或类似物的已知的温度可以被检测,并且参与传递特性的确定。
通过在机动车辆中可能使用的、可接通的设施例如空调设施、余热利用模块等,附加的质量可以耦联到传动系上,并且可能结合附加的用于衰减的元件。在该情况下,从中得出动力传动系的改变的动力学,在确定传递特性的方面,有利地考虑所述动力学。
除了传递特性的确定和系统识别之外,在运行期间,能够有用地控制防抖振调节装置的激活和禁用。对此,首先识别和确定可调节的和不可调节的行驶状况。在设计软件减振器时在系统识别的范畴中定义不可调节的行驶状况。所述行驶状况能够在行驶运行中被识别,使得能够对软件减振器进行相应的禁用。在此,可能出现的行驶舒适性变差——例如由于软件减振器的突然接通和关断特性——例如通过调节器的接通和关断状态之间的平稳的过渡来避免,所述过渡通过总放大系数的平稳增大或减小实现。在达到不可调节的状态时并且同样在重复达到可调节的行驶状态时采取所述过渡。
此外,能够抑制不期望的效应,以便所述效应不被软件减振器识别,所述不期望的效应会引起具有系统的谐振频率的可能反馈。这一方面通过固定的关断条件而另一方面通过软件减振器的输入信号的适当的时间滤波来得出。关断条件在此涉及最小转速,在所述最小转速之下禁用调节,因为在所述范围中,出于转速测量的技术因素,信号质量极大地下降并且不再能够确保可靠的调节。此外,优选地,在摩擦离合器的摩擦接触部上设定一定的最小滑转转速,以便避免摩擦离合器的粘附并进而避免传动系统固有频率的不期望的附加激励。因为在出现具有抖振频率的抖振的情况下高于并且再次低于提出的关断条件,调节器此后以抖振频率接通和关断。由此,会引入所述频率的其他激励,并进而会使系统继续不稳定。关断过程因此立即进行,而调节器的再次接通延时(entprellen)。在此,在特定的时间段中必须再次连续地违反关断条件,以便再次提高总放大系数。由此,防止调节器的持续的接通和关断。
此外,当基于行驶状态的离合器特性曲线具有过高的斜率时,调节器出于稳定性原因可以被关断或切断。由于走向过陡,离合器控制装置的分辨率对于有用的调制力矩变得过粗,由此软件减振器的超调并进而对系统的稳定性的负面影响是可能的。因此,在所述情况下不进行调节。
作为替选方案或附加方案,全部通过软件减振器引入的调制力矩能够通过内部的特性曲线限制,以便不将可能的被识别的、过大的并进而不再可控的调制力矩全面引入到离合器理论力矩中。
其他的与稳定性相关的措施可以是软件减振器的重新初始化。为了避免在针对要调节的抖振振动的有效调节信号的相位中有可能的错误,在双离合器变速器的有效摩擦离合器变换时,将调节器重新初始化。由此,由于离合器变换而预期有的在抖振特征方面的改变可以相应地与目前的特性无关地识别和补偿。
此外,为了软件减振器的稳定调节,将调节算法的运行时间作为机动车辆的控制设备中的车辆软件的一部分最小化。防抖振软件部分在控制设备中越快地运行,其对系统和其特性的改变就能越快地做出反应。此外,必须确保,调节器部件的存储器要求保持得尽可能小。由此并且由于频繁在控制设备中使用的两个不同的时钟周期,形成如下需求:构建软件减振器,使得调节算法的时间关键的部分以两个可用的时钟周期中更快的时钟周期来实施,并且进而确保对输入变量的改变作出尽可能快的反应。相反地,软件减振器的不那么时间关键的部分以较慢的时钟周期来执行,以便不仅节约存储器资源而且也节约处理器资源,并且优化调节器的整个运行时间。
附图说明
根据在图1至图4中示出的实施例详细阐述了本发明。在此示出:
图1示出正弦扫描的时间变化曲线,
图2示出用于示出借助于线性反馈移位寄存器对离合器理论力矩进行宽带激励以产生PRBS信号的图表,
图3示出具有调制离合器力矩的PBRS信号的时间变化曲线的图表,以及
图4示出具有PRBS信号的频谱的图表。
具体实施方式
在图1中示出的正弦扫描借助于信号发生器产生。在此,产生具有预设的频率和力矩幅值的正弦信号。在示出的实施例中,提高在固定区间中的频率,由此得出阶梯形的频率变化。典型地,所使用的频率范围在1.5Hz和30Hz之间,由此得到所示的经调制的信号。通过所述方式,实现非常宽带的频谱,所述频谱允许经由调节段确定系统的尽可能详细的频率响应。
图2至图4示出对图1的方法替选的方法,以便实现离合器理论力矩的宽带激励。所述方法基于借助伪随机二进制序列(PRBS)的激励。对此,实现所谓的“线性反馈移位寄存器”(LFSR),所述线性反馈移位寄存器根据每次调用近似随机地输出0或1。由此,生成具有给定的幅值的随机变化的信号电平。在图2中示出的线性反馈移位寄存器通过期望数量的二进制表示的数字实现。通过首先调用该数字的特定的与寄存器的长度相关的位,并且经由适当的逻辑关系连接成新的二进制数位,生成随后的数值。所述新的二进制数位随后在寄存器的开端被插入,并且其余的二进制数位分别移动一个位置。通过调用最后的二进制数位,实现随机的电平。在图3中,根据行驶策略将随机的电平S加到离合器理论力矩上,用于设定摩擦离合器上的静态离合器力矩。通过所述调制,实现在宽带地调制经调制的离合器力矩的情况下激励动力传动系。所示的电平S为矩形调制,所述调制在频谱中通过下述形式的幅值相关性表示:
在此,20ms的切换时间起作用,使得幅值相关性在频率从大约50Hz起时才生效,因为在此第一频率分量消失。
图4对此示出PRBS信号的频谱。所述频谱在每个任意时刻都存在。由此,通过在传递函数中期望的频率分辨率和期望的信噪比,基本上确定实验所需要的持续时间,实验用于确定经调制的离合器理论力矩的传递特性。在此,根据离散傅里叶变换的关联关系,适用于实验的最小总持续时间TEx=1/Δv,其中Δv是所追求的频率分辨率。对于用于软件减振器的设计如参数化的具有足够质量的典型的测量,使用典型为至少30s的测量持续时间。
Claims (10)
1.一种用于确定软件减振器的参数的方法,所述软件减振器接通离合器控制装置并且用于衰减离合器力矩的抖振振动,所述离合器力矩要经由自动的摩擦离合器传递,所述摩擦离合器在机动车辆的动力传动系中设置在内燃机和变速器之间,所述摩擦离合器由离合器控制装置借助于离合器理论力矩控制,其中借助于所述软件减振器,修正在预设的运行状态中由于抖振振动而加载的离合器理论力矩,其中在调制所述离合器理论力矩时,确定根据所述离合器理论力矩经由所述摩擦离合器传递的离合器力矩的传递特性,并且根据确定的所述传递特性,确定软件减振器的参数,
其特征在于,
借助于在所述抖振振动的频率范围中宽带激励,调制所述离合器理论力矩,并且根据所述动力传动系的运行参数,确定所述传递特性。
2.根据权利要求1所述的方法,
其特征在于,
所述宽带激励借助于PRBS信号产生。
3.根据权利要求1所述的方法,
其特征在于,
所述宽带激励借助于具有时间可变的频率的正弦信号产生。
4.根据权利要求1至3中任一项所述的方法,
其特征在于,
根据平均的离合器力矩,确定所述传递特性。
5.根据权利要求1至4中任一项所述的方法,
其特征在于,
根据所述变速器的挂入的挡位,确定所述传递特性。
6.根据权利要求1至5中任一项所述的方法,
其特征在于,
根据所述动力传动系的彼此耦联的质量,确定所述传递特性。
7.根据权利要求1至6中任一项所述的方法,
其特征在于,
根据与所述动力传动系能振动地耦联的质量,确定所述传递特性。
8.根据权利要求1至7中任一项所述的方法,
其特征在于,
根据所述动力传动系的构件的至少一个温度,确定所述传递特性。
9.根据权利要求1至8中任一项所述的方法,
其特征在于,
根据所述内燃机的附加设施,确定所述传递特性。
10.根据权利要求1至9中任一项所述的方法,
根据所述机动车辆的行驶阻力,确定所述传递特性。
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US20170138419A1 (en) | 2017-05-18 |
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CN106233024A (zh) | 2016-12-14 |
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