CN112424011A - 用于运行机动车的方法、控制器和机动车 - Google Patents
用于运行机动车的方法、控制器和机动车 Download PDFInfo
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Abstract
本发明涉及一种用于运行机动车(1)的方法,所述机动车具有多个驱动轮(4‑7)以及多个驱动机(8‑11),其中,给每个驱动轮(4‑7)分别配设一个驱动机(8‑11)、尤其是电机,所述方法具有以下步骤:‑检测总目标驱动转矩;‑检测当前的车辆行驶速度、当前的转向角以及可选地所有驱动轮(4‑7)的车轮负荷;‑根据机动车(1)的当前的车辆行驶速度、当前的转向角、已知的行驶机构几何结构和可选地车轮负荷来确定驱动轮(4‑7)在车道上的车轮单独的运动速度;‑根据所确定的运动速度确定用于每个驱动轮(4‑7)的目标转速,并且将所述总目标驱动转矩如此分配到所有的驱动轮(4‑7)上,使得实际弯道轨迹与由所述转向角预先给定的目标弯道轨迹有偏差;‑操控每个驱动机(8‑11)以用于调整在相应的驱动轮(4‑7)上的目标转速。
Description
技术领域
本发明涉及一种用于运行机动车的方法,所述机动车具有多个驱动轮以及多个驱动机,其中,给每个驱动轮分别配设有一个驱动机、尤其是电机。
此外,本发明涉及一种用于运行机动车的、执行上述方法的控制器,以及一种机动车和一种这种控制器。
背景技术
开头所述类型的方法、控制器和机动车由现有技术已知。随着机动车的电气化的增加,传动系的电气化也增加。已知的是,除了内燃机之外附加地设置一个或多个电机作为驱动机。也已知的是,作为内燃机的替代方案,设置一个或多个电机。越来越多地也产生如此的方案,其具有机动车的车轮单独的(radindividuell)驱动装置。为此,给机动车的每个驱动轮配设有电机,该电机可单独地操控,以便产生机动车的推进力矩。机动车中的驱动机通常通过控制器中的“力矩行程”来描绘,通过所述“力矩行程”将驾驶员期望力矩换算成总目标驱动力矩。这个总目标驱动转矩或推进力矩被输出到一个或多个驱动机上以便对其进行操控。
此外已知的是,根据通过转向装置预先给定的转向角来预先给定驱动轮的目标转速,从而机动车最优地跟随通过转向角预先给定的目标弯道轨迹。例如在公开文献DE 102006 210 216 A1中描述相应的方法。
发明内容
具有权利要求1的特征的根据本发明的方法具有以下优点,即机动车的弯道轨迹独立于由转向装置预先给定的转向角和由其得到的目标弯道轨迹而被调整,由此获得与可以由转向几何结构预先给定的转向特性不同的机动车的转向特性。因此提供一种转向特性,其通过调整机动车的可转向车轮的转向角而超出传统的转向装置的转向特性。为此,根据本发明检测总目标驱动转矩、以及当前的车辆速度以及当前的转向角。随后,根据机动车的当前的车辆速度、当前的转向角和已知的行驶机构几何结构来确定驱动轮在车道上的车轮单独的运动速度。根据所确定的运动速度,为每个驱动轮确定目标转速,并且将总驱动转矩如此分配到所有驱动轮上,使得实际弯道轨迹与通过转向角预先给定的目标弯道轨迹有偏差,其中每个驱动机被操控用于调整车轮单独的目标转速。在知道行驶机构几何结构和行驶机构的取决于转向角的特性的情况下,可以有利地测定或者确定每个车轮的车轮单独的运动速度并且由此测定或者确定总目标驱动力矩的车轮单独的分配,从而例如直至几何上最大的转向角在相应的驱动轮中无滑转的情况下在地面上实现最佳的速度。在此,优选进行驱动机的转矩调节,所述转矩调节根据车辆行驶速度、行驶机构几何结构和可选地车轮上的摩擦系数与当前的转向角来进行。
为了影响相应的驱动轮上的目标转速,要么影响相应驱动机的转矩,要么优选进行驱动机的转速调节,该转速调节根据车辆行驶速度、行驶机构几何结构以及可选地根据车轮上的摩擦系数和当前的转向角来进行。在具有全轮驱动和中央的驱动机构、如内燃机的机动车中,其中通过轴和开放的车轴差速器将力分配到驱动轮上,借助于机械的车轮制动器向驱动轮施加(anstellen)目标转速,所述车轮制动器使得弯道内侧的车轮减速或者比弯道外侧的车轮更强地制动,尤其是以与弯道外侧的车轮通过开放的差速器加速相同的程度进行制动。
由此,弯道行驶可直至几何上最大可能的转向角或转向止挡无滑转地予以执行。此外,对于较窄的弯道半径,优选才允许滑转或者出现滑转。弯道半径的减小通过以下方式实现,即弯道外侧的车轮预先给定比弯道内侧的车轮更高的目标转速。也可以考虑,使弯道内侧的车轮的转动方向反向,以便改变弯道半径。由此可以执行如在具有链式驱动装置的车辆中那样的调整。
优选地,用于每个驱动轮的目标转速被如此确定,使得实际弯道轨迹的半径相对于目标弯道轨迹的半径被减小。因此,通过所述方法实现了,机动车以比实际上通过可转向的车轮的转向角在几何上可能的更窄的弯道行驶。由此,如前面所提及的那样,能够实现特别窄的弯道半径。
此外优选规定,根据当前的行驶速度选择所述减小的大小。由此,机动车的弯道特性可与机动车的行驶速度相匹配,以便一方面确保高的行驶安全性并且另一方面尤其在行驶速度低的情况下确保高的灵活性。尤其为此规定,所述减小随着行驶速度的增加而降低并且随着行驶速度的下降而增加,从而在行驶速度低时确保机动车的高的机动性,而在速度较高时确保高的轨道保持性。
根据本发明的一种优选的改进方案规定,在使用车轮单独的驱动装置时,通过如下方式在弯道行驶时(=侧滑角)影响车辆相对于车辆纵轴线的运动方向,即通过有针对性地预先给定所有驱动轮的目标速度测定并调整围绕假想的弯道中点的有针对性的过度转向或不足转向。弯道内侧的前轮例如针对极端情况被固定地制动,与弯道内侧的后轮的固定制动和针对所有其它车轮关于弯道内侧的后轮的相应的转速预设相反,所有其余的车轮参照其作为“中点”。作为替代方案,对于极端情况来说,弯道内侧的后轮被固定制动,而所有其余的车轮参照其为中点。
根据本发明的一种优选的改进方案规定,在车轮单独地操控车轮力矩和/或车轮转速时考虑确定能够传递到车道上的推进力矩的、驱动轮的车轮负荷,以便从整车角度始终提供最大可能的转矩并且由此提供最大可能的牵引力。
优选地,根据车轮单独的弹簧行程和/或轮胎压力来确定机动车的驱动轮或车轮的车轮负荷。轮胎压力例如可以借助已经存在的轮胎压力传感器予以检测并且弹簧行程可以通过同样已经已知的弹簧行程传感器件予以检测。在知道车轮负荷的情况下,比如可以确定,是否所述驱动轮之一挂在空中并且由此不能将驱动力或者制动力传递到所述车道上,或者是否其发生弹性变形并且由此可以传递更高的转矩。这一点也可以在弯道内侧的车轮和弯道外侧的车轮之间动态地得到检测。相应的驱动轮的有效的弯道半径也随着实际存在的弹簧行程而变化,从而在知道上述参数的情况下能够特别精确地执行所述方法。
此外优选地规定,将上述方法用于支持车辆的机动动作。尤其在具有低摩擦系数的车道上,车辆倾向于朝向弯道外侧的边缘运动并且因此描述比驾驶员所期望的更大的弯道半径。如此操控各个驱动轮使得弯道外侧更快地转动并且弯道内侧更慢地转动,这能够实现相对于期望的轨迹校正由于车道情况而出现的轨迹。该方法优选地利用所提及的周围环境传感器件来执行。优选地,在具有一根或多根可转向的轴的车辆中执行所述方法。
此外优选规定,尤其附加地根据机动车的至少一个实际转速、加速度、偏航率、基于卫星的导航系统的数据和/或周围环境传感器件的数据来测定车辆速度。特别有利的是,在不考虑驱动轮的转速的情况下检测车辆速度,以便提供独立测定的车辆速度作为与驱动轮的转速调节的比较,以便能够探测在所有车轮上的滑转。由此避免了车辆的错误调节和跑偏(Ausbrechen)。机动车的加速度和/或偏航率也可以用于确定车辆速度。
优选地,仅在低于能够预先给定的边界值的速度下执行该方法。在具有转速调节的车轮单独的驱动中,超过驱动轮的附着边界导致多个或所有车轮可能同时打滑(durchdrehen)进而机动车可能变得不稳定。通过仅在低于能够预先给定的边界值的速度下执行行驶,可更简单地校正不稳定的行驶状态的影响。相应可靠地选择该边界值并且例如借助于试验来测定该边界值。此外,这种附着分离(Haftungsabriss)尤其借助于独立于转速测定的车辆行驶速度和/或借助于测定的加速度和/或偏航率来予以识别。
替代地或附加地优选规定,上述方法的激活通过单独的行驶模式选择开关进行,该行驶模式选择开关必须由驾驶员明确选择,以便防止不期望地造成车轴几何结构或转向装置的损坏。在此,转向给定器(例如方向盘)的输出的转角信号根据机动车的速度和开关的位置如此程度地匹配,使得激活仅在能感知的点之外进行。这可以通过释放转向给定器(例如方向盘)的附加的转向角或者通过对现有的转向角的替代校准来进行。在限定的范围内,该方法被切断并且转向特性如惯常的那样处于限定的转向角范围之外,该方法是主动的并且转向系统允许窄的弯道行驶。
此外优选地规定,测定当前的车道特性并且根据当前的车道特性执行所述方法。尤其是根据当前的车道特性进行(自动的或手动的)功率限制,以便避免过大的张紧并且由此避免驱动电流的损坏。车道特性例如可以借助于基于卫星的导航系统的数据和/或借助于具有图像分析处理的基于摄像机的周围环境传感器件或借助于电子稳定程序(ESP)的数据来检测。
此外优选地规定,控制目标转速。由此可以简单地保持该方法。然而,在受控系统中,由于控制的精度取决于所检测的参数,并且其由于系统的期望的简单性而受到限制,例如在没有车辆独立的速度检测和车轮负荷检测的情况下,所以受控的运行优选地仅在低速下执行,特别是在低于所提及的边界值时予以执行。替代地,如之前已经描述的那样调节目标转速。
此外优选地规定,可由驾驶员(在车辆中坐着或从车辆之外远程控制)调用预编程的驾驶功能。这可以是例如但不限于:
A)启动控制、Launch Control:也就是说,所有驱动机组如此“张紧”,即消除了传动系中的所有间隙,以便防止在起动时的负荷冲击(例如车轮驱动力矩与车轮制动器的相对保持)。附加地,提高用于暂时的特殊情况的系统边界,即允许短时间的过载。
B)逃生转弯(Fluchtwende):车辆处于静止状态或者在向前行驶之后进入静止状态。方法的激活确保车辆最大程度地向后加速,然后完成180°转弯,使得车辆在全速行驶中维持该方向,但是在完成转弯之后继续向前行驶。在此,车轮以车轮单独的方式转向、制动或驱动并且有针对性地置于滑转中,以便排除车辆的倾斜。优选地,在使用该特征时测定车道特性,以便提高机动动作的精度并且保护传动系。此外,该方法优选与周围环境传感器件组合地使用,以便确保车辆留在车道上。
C)圆环形行驶(Donut):车辆处于静止状态或者缓慢行驶直至有待限定的速度边界,并且在激活该特征之后,独立地开始通过例如使前轮回转并且使后轮加速并且置于滑转,以便车辆尾部围绕前部内侧的车轮转动来绘制车道上的“圆形或者圆环形”。优选地,在使用该方法时测定车道特性,以便提高机动动作的精度并且保护传动系。此外,该特征优选与周围环境传感器件组合地使用,以便确保车辆留在车道上。
D)装甲车转弯(Panzerwende):车辆处于静止状态并且在激活特征之后开始精确地在原地转动。优选地,在使用所述方法时测定车道特性,以便提高机动动作的精度并且保护传动系。此外,该方法优选与周围环境传感器件组合地使用,以便确保车辆留在车道上。
具有权利要求10的特征的根据本发明的控制器的特征在于,其专门设立用于在常规的使用中执行根据本发明的方法。在此,对于机动车得到上面已经提到的优点。
具有权利要求11的特征的根据本发明的机动车的特征在于根据本发明的控制器。由此产生已经提到的优点。
其它优点和优选的特征和特征组合尤其从之前的描述内容以及从权利要求中得出。
附图说明
为此,下面应借助于附图对本发明进行详细解释。在此示出:
图1以简化的俯视图示出机动车,并且
图2示出了用于说明用于运行机动车的有利方法的流程图。
具体实施方式
图1以简化的俯视图示出了具有前轮轴2和后轮轴3的机动车1。两根轮轴2、3分别具有两个驱动轮4、5或者6、7。在此,驱动机8、9、10、11配设给驱动轮4至7中的每个,所述驱动机分别构造为电机。驱动机8至11在此构造为靠近车轮的、尤其构造为轮毂驱动机,所述轮毂驱动机可以直接地或者借助于变速传动机构将正的或负的驱动转矩传递到分别配设的驱动轮4至7上。为了操控驱动机8至11,存在控制器12,该控制器与驱动机8至11在信号技术上相连接。此外,驱动机8至11通过各一个功率电子装置与电能存储器13连接,该电能存储器给驱动机8至11供给用于马达式运行的电能,或者在驱动机8至11的发电机式运行时吸收电能。此外,给轮轴2、3 中的至少一根轮轴(在此为前轮轴2)配设有转向装置14,借助于该转向装置可调整驱动轮4、5上的转向角。
根据所要求的总目标驱动转矩和所要求的转向角,控制器12操控驱动机8至11,使得它们共同地将推进力矩施加到机动车1上,其中,所述总目标驱动转矩例如可由机动车1的驾驶员通过操纵踏板机构15来预先给定,所述转向角例如可通过操纵转向装置14来预先给定。
通过车轮单独的电驱动,可以实现对各个驱动轮的快速调节和有针对性的操控。为此,执行在图2中详细阐述的用于运行机动车1的方法,该方法尤其是由控制器12来执行。
为此,图2示出了如下流程图,将根据该流程图来描述有利的方法。在第一步骤S1中,机动车1进入运行中。随后在步骤S2中检测当前的车辆行驶速度、在步骤S3中检测所述转向装置14的当前的转向角以及可选地在步骤S4'中检测所有驱动轮4到7的当前的车轮负荷并且在步骤S4中检测由驾驶员要求的总目标驱动转矩。步骤S2、S3、S4和S4'或者依次地、然而优选同时地执行。为了确定车轮负荷,尤其检测和分析行驶机构的车轮单独的弹簧行程和/或相应的驱动轮中存在的轮胎压力。
在随后的步骤S5中,根据机动车1的当前的车辆行驶速度、转向角、车轮负荷和行驶机构的已知行驶机构几何结构来测定车轮单独的运动速度,并且在步骤S6_1、S6_2、S6_3和S6_4中为驱动轮4至7中的每个驱动轮提供车轮单独的运动速度。行驶机构几何结构尤其由驱动轮4至7的布置及其由于不同的车轮负荷和/或由于转向装置14的介入而引起的变化而产生。因为几何关系从机动车1的结构中已知,所以可以以简单的方式和方法通过控制器12考虑所述几何关系,以便确定在图中未示出的车道上的精确的车轮单独的运动速度。
在随后的步骤S7中,根据车轮单独的运动速度和所要求的转向角如此确定用于每个驱动轮的目标转速,使得机动车的实际弯道轨迹与通过转向角预先给定的目标弯道轨迹有偏差,尤其是具有相对于目标弯道轨迹更小的半径。
然后在步骤S8_1至S8_4中将所测定的目标转速提供给驱动机。因为机动车的行驶机构和转向几何结构是已知的并且可以通过控制器以软件/算法来映射,所以即使在弯道行驶和在不平坦的地形上行驶的情况下,每个驱动轮在地面上或在车道上和相对于其他驱动轮的行程也能够在任意时间点绝对地予以确定。因为通过弹簧行程传感器件或其他传感器件已知所有车轮的车轮负荷分配,所以总推进力矩(或制动力矩)根据这些车轮负荷分配到驱动轮4至7上。弹簧行程对相应的驱动轮的有待驶过的或者驶过的行程有影响,车轮负荷对在车轮上可传递的转矩有影响。例如可以通过检测到的轮胎压力来反算出弹簧行程和车轮负荷。通过合适的传感器件可以推断出地面状况并且由此也推断出静摩擦系数(替代地手动调整),并且因此限制总推进力矩。在知道几何结构的情况下,结合通过车轮单独的驱动机8至11所进行的转速调节,以如下方式设定小于通过转向几何结构在几何上可能的弯道半径,使得多个或所有驱动轮4至7在车道上通过其在其所设置的几何结构(横向)之外的运动产生滑转并且根据特性例如可能损坏地面表面。在达到驾驶员期望之前达到限定的总推进力矩的情况下,特别是为了保护传动系组件,车辆将会较慢或者保持简单地静止,地面表面将不会被损坏(例如在干燥沥青上)。如果总推进力矩在驱动轮的高牵引力下足够大,以允许以小于由转向几何结构预先给定的半径进行弯道行驶,则存在损坏传动系、车轮悬架或转向系统的风险。
与机动车中的传统的解决方案不同的另一优点在于,所述功能仅基于在车轮单独的驱动机8至11中的转速信息是功能良好的,即使没有摩擦制动机构和其车轮转速检测或监控。
此外,所述方法有利地规定,检测所有驱动轮4至7的附着分离,其方式是,尤其是通过与驱动轮4至7的车轮转速或目标转速相比独立于车轮转速地测量机动车1的行驶速度、加速度和/或偏航率来测定附着分离。替代地规定,仅当机动车以低于能够预先给定的边界值的车辆行驶速度运动时,必要时通过根据机动车1沿其运动的车道的特性所进行的功率限制来支持该方法,才执行该方法。由此实现,超过多个、尤其所有驱动轮4至7的附着边界不会导致行驶动力学上难以控制的行驶情况。在此,功率限制优选根据预先已知的车道特性, 像比如沥青、草、砾石、碎石或类似物的静摩擦系数进行,其中,功率限制可以手动选择或者借助于相应的传感器件自动地调整/检测。
为了使系统保持简单,替代地设置转速调节的仅仅受控制的功能。但因为在受控系统中控制的精度取决于所检测的参数并且它们由于系统的期望的简单性而受到限制,所以受控的运行可以更快地导致不期望的应力并且因此例如由于驱动轮的不同的轮胎压力和/或胎纹深度而导致驱动系统中的损坏,这对车辆动力学产生影响。为了减小这些影响,受控的运行优选在具有减小的静摩擦系数的车道上并且在低于前述边界值的速度下执行,其中针对所述静摩擦系数应防止驱动轮4至7的打滑。
有利地,所述方法或系统(不仅受调节地而且受控制地)在带有小的静摩擦系数的地面上具有车轮单独的驱动装置的机动车中使用,以便能够实现在多个或所有驱动轮上的滑转并且防止驱动系统的损坏。在此,在敏感的地面、像比如草地或森林地面上会出现地面表面的损坏。
Claims (10)
1.一种用于运行机动车(1)的方法,所述机动车具有多个驱动轮(4-7)以及多个驱动机(8-11),其中,给每个驱动轮(4-7)分别配设一个驱动机(8-11)、尤其是电机,所述方法具有以下步骤:
- 检测总目标驱动转矩,
- 检测当前的车辆行驶速度、当前的转向角以及可选地所有驱动轮(4-7)的车轮负荷,
- 根据机动车(1)的当前的车辆行驶速度、当前的转向角、已知的行驶机构几何结构和可选地车轮负荷来确定驱动轮(4-7)在车道上的车轮单独的运动速度,
- 根据所确定的运动速度确定用于每个驱动轮(4-7)的目标转速,并且将所述总目标驱动转矩如此分配到所有驱动轮(4-7)上,使得实际弯道轨迹与由所述转向角预先给定的目标弯道轨迹有偏差,
- 操控每个驱动机(8-11)以调整在相应的驱动轮(4-7)上的目标转速。
2.根据权利要求1所述的方法,其特征在于,如此确定用于每个驱动轮的目标转速,使得实际弯道轨迹的半径相对于目标弯道轨迹的半径减小。
3.根据前述权利要求中任一项所述的方法,其特征在于,根据当前的行驶速度选择所述减小的大小。
4.根据前述权利要求中任一项所述的方法,其特征在于,所述减小的大小随着行驶速度的增加而降低。
5.根据前述权利要求中任一项所述的方法,其特征在于,根据机动车(1)的至少一个实际转速、加速度、偏航率、基于卫星的导航系统的数据和/或周围环境传感器件的数据来测定所述车辆行驶速度。
6.根据前述权利要求中任一项所述的方法,其特征在于,仅在低于能够预先给定的边界值的速度下执行所述方法。
7.根据前述权利要求中任一项所述的方法,其特征在于,测定当前的车道特性并且根据当前的车道特性来执行所述方法。
8.根据前述权利要求中任一项所述的方法,其特征在于,调节或控制目标转速。
9.一种用于运行机动车(1)的控制器(12),所述机动车具有多个驱动轮(4-7)以及多个驱动机(8-11),其中,给每个驱动轮(4-7)分别配设一个驱动机(8-11)、尤其是电机,其特征在于,所述控制器专门设计用于在常规的使用中执行根据权利要求1至8中任一项所述的方法。
10.一种机动车(1),其具有多个驱动轮(4-7)和多个驱动机(8-11),其中,给每个驱动轮(4-7)分别配设一个驱动机(8-11),其中,所述驱动机(8-11)尤其是构造为电机,其特征在于根据权利要求9所述的控制器(12)。
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