EP4263261A1 - Procédé de distribution d'un couple requis pour entraîner un véhicule à roues - Google Patents

Procédé de distribution d'un couple requis pour entraîner un véhicule à roues

Info

Publication number
EP4263261A1
EP4263261A1 EP21839369.2A EP21839369A EP4263261A1 EP 4263261 A1 EP4263261 A1 EP 4263261A1 EP 21839369 A EP21839369 A EP 21839369A EP 4263261 A1 EP4263261 A1 EP 4263261A1
Authority
EP
European Patent Office
Prior art keywords
wheel
torque
subsets
max
subset
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP21839369.2A
Other languages
German (de)
English (en)
Inventor
Dirk Patrick Hofmann-Mees
Nicolai ALBRECHT
Holger Roegl
Juergen Hoenings
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP4263261A1 publication Critical patent/EP4263261A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
    • 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
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/18172—Preventing, or responsive to 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
    • 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
    • B60W30/18—Propelling the vehicle
    • B60W30/188—Controlling power parameters of the driveline, e.g. determining the required power
    • 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
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • 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
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units

Definitions

  • the present invention relates to a method for splitting a requested torque for driving a vehicle with wheels, as well as a computing unit and a computer program for carrying it out.
  • hybrid vehicles different types of drive units can be used, e.g. combustion engines and electric motors.
  • an internal combustion engine can be used as a drive unit to drive one of two axles of the vehicle, while an electric machine can be used as a drive unit to drive (or, in the case of recuperation, also to brake) the other axle.
  • the electric machine can be used to optimize energy consumption.
  • an operating strategy can be used in software functions to calculate how the driver's desired torque should be divided between the internal combustion engine and the electric machine. It can be assumed that in hybrid operation of the vehicle, the greater part of the required torque is provided by the internal combustion engine.
  • the invention deals with vehicles with wheels, in which several wheel subsets, each with at least one wheel, can be driven independently of one another to transmit driving force to a surface.
  • the independent drive is achieved by means of different prime movers, which can be prime movers of different types or multiple prime movers of the same type.
  • at least one of the multiple wheel subsets can be driven by an internal combustion engine and at least one other of the multiple wheel subsets can be driven by at least one electric machine. It is also advantageous that at least two of the plurality of wheel subsets can each be driven by means of at least one electrical machine.
  • At least one of the plurality of wheel subsets may have two wheels belonging to the same vehicle axle.
  • a vehicle can be, for example, a hybrid vehicle already mentioned at the outset, for example with a P4 topology, in which case one subset of wheels comprises two wheels on one axle and another subset of wheels comprises two wheels on the other axle.
  • Each axle can be driven directly, but the wheels can also be driven separately.
  • the invention further relates to apportioning a requested torque for driving the vehicle.
  • a torque requested by a driver can be divided between the multiple drivable axles or generally the multiple drivable wheel subsets. Due to the property that both axles or wheel subsets are independent of However, to be able to drive nander, such a vehicle offers additional potential that has not been used in a targeted manner, as has been shown.
  • one or more wheels of a driven wheel subset can exceed the traction limit due to the effective drive torque and spin.
  • the vehicle behavior becomes potentially unstable, since a spinning wheel cannot transfer any forces to the lateral stability of the vehicle.
  • ASR traction control
  • ABS anti-lock braking system
  • an executing computing unit such as an engine or drive control unit. It is determined that at least one wheel of one of the plurality of wheel subsets is beginning to spin or is already spinning. There are various preferred options for this, which will be explained in more detail later.
  • a limit torque is determined for each of the several wheel subsets, which corresponds to a maximum drive force that can be transmitted via the respective wheel subset, at which no wheel of the respective wheel subset spins. Based on this, the requested torque is then divided among the several wheel subsets determined in such a way that none of the multiple wheel subsets is more than the respective limit torque. The split of the requested torque determined in this way is then implemented or caused to be implemented. This can be done, for example, by appropriate control signals to the drive units and/or a gear.
  • Determining the distribution of the requested torque over the multiple wheel subsets therefore preferably includes reducing a torque assigned to the wheel subset with the spinning wheel by a differential torque at least up to the limit torque of this wheel subset, and increasing a torque assigned to at least one of the other wheel subsets by the Differential torque, but preferably per wheel subset at most up to the respective limit torque. This also includes the case where only one subset of wheels (the one with the spinning wheel) was previously assigned a torque, but not others.
  • the respective limit torque is determined in particular on the basis of an effective normal force on the respective wheel subset (e.g. axle), a dynamic wheel radius and a coefficient of adhesion between the wheels and the ground or roadway, which is determined at a point in time before, in particular immediately before, the spin or the incipient spinning of the at least one wheel is present, determined.
  • the coefficient of adhesion is preferably based on the at this point in time (i.e. the point in time before the detection of the Spin) determined via the respective subset of wheels maximum transferrable drive force and the effective normal force on the respective subset of wheels.
  • the dynamic wheel radius (or wheel radius) corresponds to an effective radius of the wheel during driving. This is obtained by rolling a wheel once completely (360° rotation) on the road and measuring the distance covered. This distance corresponds to the rolling circumference. This allows the dynamic wheel radius to be calculated by dividing the rolling circumference by two Pi (the background here is that the wheel radius is not the same everywhere due to the load on the wheel).
  • the driving force that can be transferred to the road via a wheel or a subset of wheels is determined by the coefficient of adhesion and the normal force currently acting on the wheel or subset of wheels, i.e. the force acting perpendicularly to the road.
  • the current or effective normal force results from the weight of the vehicle, proportionately for the wheel subset in question, and possibly a current incline of the roadway or a moment on the wheels, which results from an acceleration of the vehicle that affects the center of gravity of the vehicle acts and thus causes the vehicle to tilt (be it longitudinally or laterally).
  • the coefficient of adhesion it must be ensured that the value used applies at a point in time when the straight wheel is not (yet) spinning.
  • a dead time element can be used for this purpose, with which the coefficient of adhesion is passed on with a delay or which delays the force/torque values used to calculate the coefficient of adhesion.
  • the goal is to use the to use values that were present at a point in time (t-dead time). This is intended to ensure that the point in time immediately before the traction limit is exceeded is reflected in the calculation of the coefficient of friction.
  • the point in time can be a definable time (eg between 0 and 1000 ms, but in practice this usually depends on the type of detection; a fixed time or threshold or a speed-dependent time can be used) before the spin is detected lie. It goes without saying that in general there can be a delay in the transmission or even a temporary storage of the coefficient of adhesion.
  • the determination of the distribution of the requested torque over the plurality of wheel subsets is preferably carried out repeatedly or continuously according to one of the following criteria.
  • the split may be determined so long as it is determined (or determined) that at least one wheel is spinning.
  • the division can also be determined for a predetermined period of time from the first determination that at least one wheel is spinning.
  • a combination is also conceivable, such that the division is determined as long as it is determined (or ascertained) that at least one wheel is spinning and then continues for a predetermined period of time.
  • the criterion to be used can, for example, be defined for a certain type of vehicle, but it is also conceivable that it could be adjusted or selected depending on the situation, so that a flexible and optimal reaction can be made.
  • the predetermined period of time can be specified in particular according to one of the following criteria.
  • the wheel speed corresponds to the speed of the wheel, in the case of several wheels in a wheel subset, e.g. the mean value such as the arithmetic mean, conceivable is e.g. also the maximum of the wheel speeds of this wheel subset),
  • This period of time can also be specified for a specific vehicle type, for example, but it is also conceivable that it could be adjusted or selected depending on the situation, so that the response can be flexible and as optimal as possible. Ultimately, it can be achieved that a state of spinning wheels is not immediately reached again.
  • the torque that is allocated to the wheel subsets or axles for conversion can be or can be additionally limited by an ASR system if an existing ASR system is required and available. In such a constellation, the limitation by the ASR system would be active, for example, until the wheel or wheels no longer spin. It is then also conceivable that as part of the torque limitation by the ASR system, the proposed adjustment of the distribution is suspended and meanwhile, for example, another type of redistribution of the torque to the wheel subsets or axles takes place, for example to further stabilize the driving situation. After a certain time, you can then, for example, return to the proposed solution.
  • the function improves the overall propulsion of the vehicle and at the same time reduces the need for stabilizing interventions (e.g. by the ASR). Since the intervention reacts as required to the situation of spinning wheels and at the level of the necessary torque limitation, an energy-optimal intervention can be shown in the example of axle hybrids: The torque is only redistributed at the level at which it is necessary to overcome the situation of spinning wheels and Provision of propulsion is necessary.
  • the limit torque can be determined in various preferred ways. For example, information about the maximum force that can be transmitted via the respective wheel subset can be obtained or received (eg from an executing computing unit). This information can, for example, Include value of the maximum force that can be transmitted via the respective wheel subset or also a value of the limit torque.
  • the limit torque is thus determined externally here, for example by another computing unit (for example in an ASR system).
  • information for determining an effective normal force on the respective subset of wheels and/or information for a dynamic wheel radius and/or information for a coefficient of friction between the wheels and the roadway and/or information for determining the coefficient of friction can also be received (e.g. from an executing computing unit).
  • the limit torque is thus determined internally (in the executing processing unit) from the received values.
  • the information received or read in can then include, for example, sensor data or signals from other computing units.
  • the spinning of the at least one wheel of one of the several wheel subsets is preferably determined if a wheel speed of this one wheel subset deviates more than a threshold value from an associated reference value, the associated reference value preferably being determined from a wheel speed of at least one of the other wheel subsets.
  • the wheel speed then corresponds to the speed of the wheel; in the case of several wheels in a subset of wheels, on the other hand, it preferably corresponds to a mean value, e.g. the arithmetic mean.
  • the spinning of the at least one wheel of one of the several wheel subsets can be determined if a slip of the at least one wheel or an average slip of this one wheel subset deviates from an associated reference value, with the slip or the average slip preferably using a wheel speed of the at least one wheel or of this one wheel subset and a speed of the vehicle determined independently of this wheel speed (eg via GPS).
  • a slip of the at least one wheel or an average slip of this one wheel subset deviates from an associated reference value
  • the slip or the average slip preferably using a wheel speed of the at least one wheel or of this one wheel subset and a speed of the vehicle determined independently of this wheel speed (eg via GPS).
  • the Slip is a dimensionless description of wheel speed related to vehicle speed.
  • Determining the limit torque preferably includes obtaining information that the at least one wheel is spinning, or obtaining information about wheel speed values and/or information about a speed of the vehicle.
  • wheel spin can be determined externally or internally (e.g. in an executing processing unit).
  • a computing unit according to the invention e.g. a control unit of a motor vehicle, is set up, in particular in terms of programming, to carry out a method according to the invention.
  • Suitable data carriers for providing the computer program are, in particular, magnetic, optical and electrical memories, such as hard drives, flash memories, EEPROMs, DVDs, etc. It is also possible to download a program via computer networks (Internet, intranet, etc.).
  • FIG. 1 schematically shows a vehicle in which a method according to the invention can be carried out.
  • FIGS. 2 and 3 schematically show a sequence of a method according to the invention in a preferred embodiment.
  • FIG. 4 schematically shows a diagram of the adhesion coefficient to explain the invention.
  • FIG. 1 shows a vehicle 100 in which a method according to the invention can be carried out.
  • the vehicle 100 has, for example, four wheels 112, 114, 122, 124, which are assigned to two axles or vehicle axles 110, 120.
  • the wheels 112 and 114 form a wheel subset, as do the wheels 122 and 124.
  • the two axles 110, 120 and the corresponding wheel subsets 112, 114 and 122, 124 can be driven independently of one another.
  • the invention can also be used with more than two axles, i.e. three or more axles that can be driven independently of one another (e.g. in trucks or the like).
  • an internal combustion engine 130 is provided as a drive unit for the axle 110 , which is supplied with fuel via a tank 136 and which is connected to a differential 116 of the axle 110 via a clutch 132 and a transmission 134 .
  • An electric machine 140 is provided as a drive unit for axle 120 , which is supplied with electrical energy or controlled via a battery 144 and an inverter 142 and is connected to a differential 126 of axle 120 .
  • a computing unit 150 embodied as a control unit is provided, which is used, for example, to control internal combustion engine 130 and electric machine 140 and thus, in particular, to correspondingly implement a requested torque.
  • the vehicle 100 shown thus has a so-called P4 topology by way of example.
  • This is characterized by the fact that the two drive units, the two Axles 110, 120 of the vehicle can mechanically drive independently.
  • This represents a typical implementation of a hybrid vehicle in which, for example, an electrified rear axle (axle 120) and a front axle (axle 110) driven by an internal combustion engine are provided.
  • FIG. 2 shows an exemplary embodiment in which in a block 200 an excess torque (i.e. a proportion of torque that exceeds a value that can be transmitted to the ground) from the front axle (index VA) as the first partial wheel quantity to the rear axle (index HA) is transmitted as the second wheel subset.
  • FIG. 2 shows how a requested torque MA—this can be requested, for example, by a driver or a driver assistance system—to a value between an upper limit torque Mc,max, A for the front axle and a lower limit torque Mc. min.vA for the front axle is limited.
  • the upper limit torque corresponds to a maximum drive force that can be transmitted via the respective subset of wheels, at which no wheel of the respective subset of wheels spins.
  • the lower limit torque can be provided, for example, to prevent wheels from locking, but is no longer relevant when the vehicle is accelerating (positive drive torque).
  • the lower limit torque means an inverted upper limit torque.
  • the coefficient of adhesion works both when accelerating and when braking (neg. torque, recuperation with an electric machine).
  • a target torque M SO H,VA can be obtained that corresponds to a portion of the requested torque MA that is to be implemented on the front axle. This is also fed to a subtraction from the desired torque MA in order to calculate the surplus M'SOII.HA ZU to be distributed to the rear axle HA.
  • the two target torques can then be converted according to step 210, i.e. transmitted to the drive units as target values.
  • FIG. 3 now shows how these two (upper) limit torques MG,max,vA for the front axle and MG,max,HA for the rear axle can be determined.
  • these limit torques correspond to those driving forces that can be transmitted to the roadway or the ground at the maximum on the relevant axle.
  • the proposed method includes determining a state of spinning wheels, e.g. using the difference An of the mean values from the wheel speeds (left/right) of the front axle nvA and rear axle HHA. These mean values can be determined, for example, in a block 300 from the individual wheel speeds—denoted here by ni.
  • This difference An is also referred to below as the axle speed difference.
  • This detection or this determination 300 activates the calculation of the currently maximum transmissible torque on the axle with the spinning wheel/wheels.
  • the calculation of the maximum transferable torque requires the calculation of the maximum effective coefficient of adhesion between the wheels and the road.
  • it is checked in an (optional) block 312, for example, whether a current speed is below a threshold VA.
  • a threshold VA For example, it may be desirable to redistribute torque only in a low speed range, e.g., because wheel spin is not normally expected at high speeds.
  • FIG. 4 shows a schematic diagram of the coefficient of adhesion p to explain the invention. This shows the relationship between the slip s of the tire or wheel and the coefficient of adhesion p, which is achieved during power transmission.
  • a slip of 0% describes a rolling, non-driven wheel, while a slip of 100% means a spinning wheel when the vehicle is stationary describes. In principle, there is always slip in a driven wheel.
  • the curve i applies to dry asphalt, the curve V2 to wet asphalt and the curve V3 to loose ground such as gravel.
  • the curves for solid road surfaces (Vi, V2) each have a clear maximum (at just over 20% slip) and show a reduction in the coefficient of adhesion with increasing slip.
  • the state of the maximum mentioned here should ultimately be “captured” by using the occurrence of the axle speed difference as a signal.
  • the proposed method aims to determine the coefficient of adhesion p by changing the following relationship of the maximum transferrable driving force Fmax through friction between the tires or wheels and the road.
  • F max is the maximum transferrable drive force
  • Fz is the normal force acting between the tire or wheel and the road surface.
  • the aim is to calculate the driving force and the normal force immediately before the axle speed difference occurs on the axle whose wheels are spinning due to the driving torque.
  • the calculation of the coefficient of adhesion p is then as follows: .. > max
  • the current drive force FAntr can be calculated from the drive torque /ntr at the wheel via the radius of the tire - the dynamic wheel radius rd yn is used here.
  • the drive torque / ntr is typically already modeled or calculated within the drive software.
  • the drive torque /ntr is divided into a portion Mwheel , which results in a driving force, and a further portion Mro t, which is used for the rotary acceleration of the components of the drive train.
  • the latter can be determined mathematically, see also block 340. To do this, it is necessary to determine the angular acceleration dco/dt of the wheels and to know the mass moments of inertia Jrot of the drive train.
  • the portion M ro t of the drive torque that is used for the rotational acceleration of the components of the drive train can be calculated as follows. ebskraft FAntr then results as follows:
  • the normal force Fz is variable due to the longitudinal acceleration of the vehicle and the incline of the road, so it can be divided into a static part z.stat (e.g. weight part, in particular static wheel load from weight distribution and incline of the road) and a variable (particularly acceleration-dependent) part A z It can be divided up, cf. block 330. It can be calculated using vehicle parameters and vehicle state variables, denoted here generally by P, and the current longitudinal acceleration a, which also includes a possible roadway incline.
  • z.stat e.g. weight part, in particular static wheel load from weight distribution and incline of the road
  • a z variable (particularly acceleration-dependent) part A z It can be divided up, cf. block 330. It can be calculated using vehicle parameters and vehicle state variables, denoted here generally by P, and the current longitudinal acceleration a, which also includes a possible roadway incline.
  • the incline angle of the road influences the proportion of the weight force acting in the direction of the normal force of the wheels.
  • the gradient angle results in a force component of the weight force, which acts in the longitudinal direction of the vehicle due to the gradient. This changes the distribution of weight between the front and rear axles.
  • the third influence results from longitudinal acceleration (braking/driving), which leads to a dynamic change in the distribution of weight between the front and rear axles. To put it simply, this causes the vehicle to become lighter at the front and heavier at the rear (i.e. pitch backwards) with positive acceleration. The reverse is the case with negative acceleration, in which case the vehicle pitches forward. This is triggered by a lever arm between the center of gravity and the road (with height h). This creates a moment that causes the vehicle to pitch either forward or backward. Longitudinal acceleration can be caused by an incline or by propulsion with one of the prime movers (corresponds to the derivative of the vehicle speed). This can also be seen from the following formula.
  • the signals of the driving force and the normal force are delayed in the function by dead time elements 350, 352, 354.
  • the dead time typically depends on several of several factors, eg the time delay between measurement of the wheel speeds and reception in the control unit.
  • the wheel speeds are usually also filtered somewhat, which means an additional delay.
  • There is also a delay because the state of spinning wheels can only be reliably detected when the axle speed difference exceeds a sufficiently high threshold value (to avoid false alarms).
  • a typical range of values would be between 0 and 500 ms, for example.
  • the coefficient of adhesion p is calculated as the quotient of the delayed driving force and the delayed normal force.
  • the limit torques for the front and rear axles can then be determined from the calculated coefficient of adhesion p, the normal force that is currently occurring and the dynamic radius rd yn . It is assumed here that the coefficient of adhesion p determined on the basis of the spinning wheels also acts for at least a short time on the wheels that are not spinning and also when the normal axle forces have changed. This assumption can definitely be made for regular journeys and vehicle and road conditions.
  • the calculated coefficient of adhesion results in a limit torque for both axles, especially for the one that is not spinning.
  • slip could be used as an input variable for triggering the function, as already mentioned at the beginning.
  • Slip is a dimensionless description of wheel speed related to vehicle speed.
  • a speed-independent slip threshold could be used to detect wheel spin.
  • the use of the slip as an input value usually requires that a plausible speed signal is available, which is calculated from a source other than the wheel speeds. If this possibility does not exist, the Threshold of the axle speed difference for the detection of spinning wheels are implemented with a speed dependency.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

L'invention concerne un procédé de distribution d'un couple requis pour entraîner un véhicule à roues, dans lesquelles de multiples ensembles de roues, ayant chacun au moins une roue, peuvent être entraînés indépendamment les uns des autres pour transmettre une force d'entraînement au sol, ledit procédé ayant les étapes suivantes consistant à : déterminer (300) qu'au moins une roue de l'un des multiples ensembles de roues commence à tourner ; déterminer (320), pour chacun des multiples ensembles de roues, un couple limite (MG,max,VA, MG,max,HA) qui correspond à une force d'entraînement maximale qui peut être transmise via l'ensemble de roues respectif et au niveau duquel aucune des roues dans l'ensemble de roues respectif tourne ; déterminer une distribution du couple requis (MA) aux multiples ensembles de roues de telle sorte que pas plus du couple limite respectif (MG,max,VA, MG,max,HA) n'est appliqué à l'un quelconque des multiples ensembles de roues ; et initier la mise en œuvre de la distribution déterminée.
EP21839369.2A 2020-12-17 2021-12-13 Procédé de distribution d'un couple requis pour entraîner un véhicule à roues Pending EP4263261A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020216118.6A DE102020216118A1 (de) 2020-12-17 2020-12-17 Verfahren zum Aufteilen eines angeforderten Drehmoments zum Antreiben eines Fahrzeugs mit Rädern
PCT/EP2021/085346 WO2022128835A1 (fr) 2020-12-17 2021-12-13 Procédé de distribution d'un couple requis pour entraîner un véhicule à roues

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EP4263261A1 true EP4263261A1 (fr) 2023-10-25

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EP21839369.2A Pending EP4263261A1 (fr) 2020-12-17 2021-12-13 Procédé de distribution d'un couple requis pour entraîner un véhicule à roues

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EP (1) EP4263261A1 (fr)
CN (1) CN116635281A (fr)
DE (1) DE102020216118A1 (fr)
WO (1) WO2022128835A1 (fr)

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