WO2013091967A1 - Procédé permettant de faire fonctionner une chaîne cinématique d'un véhicule automobile - Google Patents

Procédé permettant de faire fonctionner une chaîne cinématique d'un véhicule automobile Download PDF

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Publication number
WO2013091967A1
WO2013091967A1 PCT/EP2012/071790 EP2012071790W WO2013091967A1 WO 2013091967 A1 WO2013091967 A1 WO 2013091967A1 EP 2012071790 W EP2012071790 W EP 2012071790W WO 2013091967 A1 WO2013091967 A1 WO 2013091967A1
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WO
WIPO (PCT)
Prior art keywords
accelerator pedal
drive torque
drive
time
torque
Prior art date
Application number
PCT/EP2012/071790
Other languages
German (de)
English (en)
Inventor
Wilfrid Eberhard
Yvonne Wiegand
Markus Eisele
Peter Rieger
Original Assignee
Zf Friedrichshafen Ag
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 Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2013091967A1 publication Critical patent/WO2013091967A1/fr

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Classifications

    • 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
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • 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
    • B60W50/04—Monitoring the functioning of the control system
    • B60W50/045—Monitoring control system parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/22—Safety or indicating devices for abnormal conditions
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1025—Input 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/106—Rate of change
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/105—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D11/00—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated
    • F02D11/06—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance
    • F02D11/10—Arrangements for, or adaptations to, non-automatic engine control initiation means, e.g. operator initiated characterised by non-mechanical control linkages, e.g. fluid control linkages or by control linkages with power drive or assistance of the electric type
    • F02D11/107—Safety-related aspects
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/60—Input parameters for engine control said parameters being related to the driver demands or status
    • F02D2200/602—Pedal position
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a method for operating a drive train of a motor vehicle according to the preamble of claim 1.
  • the drive train of a motor vehicle includes a drive and an output, wherein the drive torque generated by the drive is usually given via a coupling to the output.
  • the drive can be configured differently.
  • the drive can z. B. a pure internal combustion engine or possibly also be a hybrid drive, which includes an internal combustion engine and an electric machine.
  • the publication DE 10 2010 000 841 A1 describes a drive train for a hybrid drive.
  • the drive torque is monitored based on the absolute position of the driver-actuated accelerator pedal or accelerator pedal. If the drive torque deviates from an assigned accelerator pedal position, a corresponding error is detected.
  • the monitoring of the drive torque on the absolute accelerator pedal position has the disadvantage that it - especially in rapid changes in the accelerator pedal position - can lead to erroneous detection of non-existing errors.
  • the object of the invention is therefore to provide a method for operating a drive train of a motor vehicle, with which the drive torque of the drive train is reliably monitored.
  • the method according to the invention serves to operate a drive train which comprises a drive and an output.
  • a drive torque is monitored, which by the drive in response to an accelerator pedal position of one of the Driver of the motor vehicle operable accelerator pedal is to be delivered to the output or is delivered.
  • a setpoint torque is detected as the drive torque, it being assumed that this setpoint torque is also provided by the drive. Corresponding deviations between setpoint torque and actual torque can be detected separately if necessary.
  • An accelerator pedal may in this case comprise any type of actuating device with which a driver can specify an acceleration request or the reduction of an acceleration.
  • the inventive method is characterized in that for monitoring the drive torque, an accelerator pedal gradient representing the time change of the accelerator pedal position is detected at each (monitoring) time points, wherein for a respective time a reference drive torque taking into account a number of drive torques past times as well as an accelerator pedal gradient dependent upper offset is determined.
  • This upper offset is the greater, the greater is the change in the accelerator pedal position represented by the accelerator pedal gradient towards greater setpoint torques, ie. H. the greater the driver's desire for an increase in the drive torque.
  • an upper threshold is determined from the upper offset by the reference drive torque is increased by the upper offset, wherein an error is detected if the drive torque at the respective time the upper
  • the error can lead directly to a corresponding measure.
  • the motor vehicle can be placed in a safe operating condition, eg. B. by the output is decoupled from the rest of the drive train.
  • the error may also represent an internal error that is not immediately detected as a final error event.
  • the internal error can only lead to an error event after initiation of a fault tolerance time and the initiation of corresponding measures.
  • a corresponding upper threshold value which leads to the detection of an error, is not determined as a function of the absolute accelerator pedal position but of the temporal change of the accelerator pedal position. In this case, larger deviations of the drive torque are allowed, if the accelerator pedal position is changed faster in time. In this way, reliable and robust unintentional acceleration of the vehicle can be determined.
  • the method according to the invention is used in a preferred embodiment for the drive train of a hybrid vehicle whose drive comprises an internal combustion engine and an electric machine.
  • the drive torque represents the summation drive torque to be provided or provided by the internal combustion engine and the electric machine.
  • the drive torque of the internal combustion engine is no longer directly coupled to the accelerator pedal in the hybrid vehicle, but is set via a suitable control unit.
  • the electric machine operates in generator mode and thereby takes torque from the drive train. There is thus a greater probability of error to the effect that the total drive torque to be provided does not coincide with the driver's request according to the accelerator pedal position.
  • the upper offset is preferably set to a constant value.
  • a suitable lower offset is further defined in order to detect errors in which the vehicle slows down more than is desired by the driver in accordance with the accelerator pedal position.
  • a lower offset dependent on the accelerator pedal gradient is determined for the respective point in time, the greater the greater the change in the accelerator pedal position represented by the accelerator pedal gradient towards smaller drive torques, wherein a lower threshold value is determined from the lower offset, by decreasing the reference drive torque by the lower offset, and detecting an error if the drive torque at the time falls below the lower threshold value.
  • the error can immediately lead to the initiation of measures or, if necessary, also be an internal error, whereby a final error event, for example, is determined only after expiry of a fault tolerance time. Furthermore, if a change in the accelerator pedal position over time is Determined ßeren drive torque, the lower offset is preferably maintained at a constant value.
  • the reference drive torque described above is a drive torque averaged at least from the number of drive torques at past times.
  • the average drive torque may include the drive torque at the current time.
  • the number of drive torques used for the averaged drive torque is determined at past times as a function of the accelerator pedal gradient, the smaller the accelerator pedal gradient, the greater the number of drive torques used. This ensures that a larger value for the mean value is determined for larger changes in the accelerator pedal position by taking into account less past drive torques. Consequently, a strong increase of the drive torque is allowed for strong accelerator pedal changes, which increases the reliability of the fault detection.
  • the reference drive torque in the event that the drive torque exceeds an upper threshold, is held at the time of exceeding and within an error tolerance time an upper tolerance threshold determined by at respective times within the error tolerance time to the detained reference drive torque the upper offset and a function value of a function increasing within the fault tolerance time are added up.
  • the error is reset and otherwise, ie if there is no falling below the upper tolerance threshold within the fault tolerance time, an error event is output.
  • the error detected when the upper threshold value is exceeded is thus an internal error and only under certain conditions after the fault tolerance time has elapsed does it become a final error event, to which - as described above - one or more measures can be coupled.
  • the vehicle is transferred to a safe state by the clutch is opened to the output or the drive torque is limited.
  • the just described variant of the invention has the advantage that short-term fluctuations in the drive torque are not immediately evaluated as errors, whereby the reliability of the method is improved.
  • the above-described detection of a final error event using a fault tolerance time is also applied in a preferred embodiment to the case of falling below the lower threshold.
  • the reference drive torque is recorded at the time of undershooting and within a fault tolerance time a lower tolerance threshold is determined by the lower offset and a function value at respective times within the fault tolerance time of the retained reference drive torque a function falling within the error tolerance time is subtracted.
  • the error is reset and otherwise, i. If the lower tolerance threshold is not exceeded, an error event is output, and a corresponding measure can be coupled to the error event again.
  • the vehicle is transferred to a safe state, as already described above.
  • the rising or falling function described above, over which the upper or lower tolerance threshold is influenced, can be suitably defined depending on the application.
  • a linear function is used that represents a linear relationship between the time and a corresponding torque.
  • the case that the accelerator pedal is not actuated by the driver is treated as a special case, ie in this case the upper threshold value is determined in a different way.
  • the upper threshold value is set to a predetermined constant value as long as the accelerator pedal remains unconfirmed, wherein an error is detected when the drive torque exceeds the predetermined constant value.
  • the invention further relates to an apparatus for operating a drive train of a motor vehicle, wherein the drive train comprises a drive and an output.
  • the device includes a means for monitoring a drive torque, which is to be delivered by the drive in response to an accelerator pedal position of an operable by the driver of the motor vehicle accelerator pedal to the output or is delivered.
  • the means for monitoring the drive torque is designed such that the method according to the invention or one or more preferred variants of the method according to the invention can be carried out with the agent.
  • the invention further relates to a motor vehicle and in particular a hybrid vehicle, which comprises the device according to the invention for operating a drive train.
  • Fig. 1 is a schematic representation of an example of a drive train, which can be operated based on the method according to the invention
  • 2 is a diagram illustrating the determination of an upper threshold value as a function of the accelerator pedal gradient according to an embodiment of the invention
  • 3 is a diagram showing the relationship between the upper offset and the accelerator pedal gradient according to an embodiment of the invention
  • 4 and 5 are diagrams depicting scenarios of establishing an upper tolerance threshold after detection of an error and an error output based thereon in accordance with an embodiment of the invention.
  • FIG. 6 is a diagram illustrating the special case of setting an upper threshold value when the accelerator pedal is not actuated according to an embodiment of the invention.
  • the method according to the invention serves to operate a drive train.
  • 1 shows by way of example a block diagram of a possible drive train configuration in which the method according to the invention can be used. It is the powertrain of a hybrid vehicle. However, the invention can also be used for other powertrain configurations and in particular for pure combustion engine vehicles.
  • the drive train shown in FIG. 1 comprises an internal combustion engine 1 and an electric machine 2. Between the hybrid drive formed thereby and an output 3, a transmission 4 is connected, which is designed, for example, as an automatic transmission. Between the internal combustion engine 1 and the electric machine 2, a clutch 5 is further connected, wherein when the clutch 5 is opened, the internal combustion engine 1 is decoupled from the output 3. Between the electric machine 2 and the gear 4, a starting element 6 is connected in the embodiment shown, which is designed as a gear-external starting element. Instead of a gear-external starting element, an internal gear starting element can also be used.
  • the drive train of FIG. 1 furthermore has an electrical energy store 7, which supplies the electric machine 2 with power during engine operation.
  • HCU hybrid control unit
  • a setpoint torque is processed in the control unit 8, which is to be delivered by the hybrid drive to the output.
  • the setpoint torque results from the driver's request, which the driver specifies by the actuation of a corresponding accelerator pedal or accelerator pedal. Based on this
  • Driver's request to be provided by the engine 1 and by the electric machine 2 torques are suitably adjusted by the control unit 8, so that the total torque of the engine 1 and the engine 2 corresponds to the target torque according to the driver's request.
  • the electric machine may possibly also absorb a torque during regenerative operation. For example, the case may occur that a target torque of 500 Nm is requested according to the accelerator pedal position, wherein the corresponding total torque is composed such that a drive torque of 1500 Nm is provided by the internal combustion engine 1, whereas the electric machine 2 in the regenerative operation of a torque of -1000 Nm takes and thereby loads the energy storage 7.
  • FIG. 2 shows a time diagram which illustrates a variant of the method according to the invention. In the lower part of FIG.
  • the corresponding accelerator pedal position FP of the accelerator pedal of the hybrid vehicle is reproduced as a function of the time t.
  • the vehicle should first drive at a constant speed. Subsequently, the vehicle should accelerate slowly, until finally the accelerator pedal position is changed abruptly.
  • the time evolution of the target torque SD is reproduced in dependence on the accelerator pedal position.
  • the ordinate represents torque values trq.
  • the curves SD and FP have substantially the same course. That is, in the illustrated scenario, there is no error in that the target torque SD deviates greatly from the corresponding driver's request according to the accelerator pedal position FP.
  • an upper threshold value is defined, the temporal development of which is denoted by OS in FIG.
  • the setpoint torque and the corresponding upper threshold value are determined at predetermined monitoring times, with two monitoring times t1 and t2 having setpoint torques S1 and S2 and corresponding upper threshold values 01 and 02 being reproduced by way of example in FIG.
  • an average setpoint torque is first determined from the setpoint torques VS at preceding monitoring times for the respective monitoring time. At time t1, four past setpoint torques VS are averaged, whereas at time t2 only the last two setpoint torques VS are taken into account in averaging.
  • the change in the accelerator pedal position FP is detected, this change being indicated as the accelerator pedal gradient FPG (see FIG. 3).
  • the accelerator pedal gradient determines the offset indicated in FIG. 2 by OF which is added to the average setpoint torque for determining the upper threshold OS, as will be described in more detail below.
  • the accelerator pedal gradient serves to determine how many past setpoint torques VS are taken into account in averaging.
  • a large accelerator pedal gradient reduces the number of moments taken into account during the averaging.
  • fast accelerator pedal changes lead to a larger mean value, which takes into account that a rapid change in the accelerator pedal also permits a greater torque increase.
  • the averaging just described can also be independent of the accelerator pedal gradient, in which case the mean value is always determined based on the same number of past setpoint torques.
  • the drive torque resulting from the averaging is also referred to below as the reference torque and is denoted by RD in FIG. 1 for the monitoring time t1.
  • RD The drive torque resulting from the averaging
  • a suitable upper offset OF is added to the reference torque, this offset being determined exclusively by the accelerator pedal gradient FPG.
  • FIG. 3 A possible relationship between the accelerator pedal gradient FPG and the offset OF is indicated in FIG. 3.
  • the abscissa represents the torque trq and along the ordinate the accelerator pedal gradient FPG.
  • the accelerator pedal gradient is given as a percentage change in the accelerator pedal position within a predetermined period relative to the total path of the accelerator pedal.
  • the coordinate origin of the diagram begins with an accelerator pedal gradient of 0 and with a predetermined initial torque offset IOF.
  • This initial offset is set at zero for an accelerator pedal gradient. If the accelerator pedal gradient increases, the offset OF is increased, wherein according to FIG. 3 a linear relationship between accelerator pedal gradient and increase of the offset is indicated. It may also be considered other than a linear relationship between accelerator pedal gradient and offset.
  • an offset OF is thus added to the reference torque RD at the respective monitoring time, which is the greater, the more the accelerator pedal position changes in a direction towards larger setpoint torques. In this way, the offset and thus the upper threshold value is determined as a function of the relative change in the accelerator pedal position.
  • a fixed fault tolerance time with FTZ is indicated.
  • the detection of the internal error El is represented in accordance with the target torque SD and the upper threshold OS.
  • the internal error signal may again assume states 0 and 1, with an internal error being detected when the signal is in state 1.
  • the accelerator pedal position FP is further indicated by a dotted line, which runs in the horizontal direction due to a constant accelerator pedal position.
  • the setpoint torque SD jumps over the upper threshold OS at the time tO, although the accelerator pedal position FP remains constant. From the time t0 an internal error is thus detected. At the same time the fault tolerance time FTZ starts to run. Within the fault tolerance time, a tolerance threshold is now determined. For this purpose, the reference torque determined at time t0 is recorded and the corresponding offset OF is added to this value as a function of the accelerator pedal position. Added to the added value is also a gradient ramp, which increases continuously within the fault tolerance time. This results in the designated in Fig. 4 with TS tolerance threshold, which is indicated as a dashed line. The course of the dashed line corresponds to the gradient ramp, because the accelerator pedal position is constant in the scenario of FIG. 4, so that the offset does not change.
  • FIG. 4 shows a scenario in which an error event is finally detected after expiration of FTZ, since the setpoint torque SD always remained above the tolerance threshold TS within the error tolerance time FTZ.
  • the tolerance threshold is undershot by the setpoint torque, the internal error is reset and no error event is detected.
  • Fig. 5 shows a timing diagram in analogy to Fig. 4, in which at the time tO the target torque SD exceeds the upper threshold OS, whereby an internal error is detected.
  • the accelerator pedal position is changed from the time t 'within the fault tolerance time FTZ toward larger setpoint torques. This leads to an increase in the offset, which in turn leads to a greater increase in the tolerance threshold TS. 5, within the fault tolerance time FTZ, the case occurs that the setpoint torque SD falls below the tolerance threshold TS (time t "). As a result, the internal error is reset and thus no error event is detected, which is made clear by the fact that the error signal ER always remains in the state 0.
  • the upper threshold OS is determined again based on the method according to FIG. For the period within the fault tolerance time while the average reference torque was maintained at the value at the beginning of the fault tolerance time and no changes in the accelerator pedal position is taken into account, so that the threshold OS until the time t "is assumed to be constant, which is indicated by the dotted line L From the point in time t ", the reference torque is again determined by averaging, into which the new higher setpoint torques now flow, so that the upper threshold OS rises and finally reaches a level which is above the setpoint torque SD.
  • the lower threshold value is again determined based on the average of the past target values and an offset, which is now greater, the greater the change of the accelerator pedal position toward smaller target torques, ie the greater the reduction of the acceleration.
  • the offset is subtracted from the reference torque to determine the lower threshold.
  • the offset is also preferably set to a constant value when the acceleration is increased again with the accelerator pedal.
  • the embodiments of the method according to the invention described with reference to FIGS. 2 to 5 are always used when the accelerator pedal is actuated by the driver.
  • the upper threshold OS is maintained at a predetermined constant value, as indicated in the scenario of FIG. 6.
  • the case is reproduced that the driver stops the operation of the accelerator pedal, which is detected by the fact that the accelerator pedal position falls below a predetermined threshold SW.
  • the upper threshold OS is reduced to a constant value, which, as shown in FIG. 6, has the consequence that the target torque SD suddenly exceeds the threshold value OS. This in turn means that an internal fault is detected and the fault tolerance time FTZ starts to run.
  • the constant threshold value OS is then used as the tolerance threshold.
  • the setpoint torque SD remains above the threshold value OS within the fault tolerance time FTZ, so that after the fault tolerance time has elapsed an error event is finally determined.
  • the embodiments described above are always used when no cruise control is active in the vehicle and no limitation of the drive torque of the internal combustion engine has been detected (eg by an external specification). With the described monitoring method, a robust and reliable detection of an error is achieved, which leads to an unwanted acceleration or possibly also to an unwanted deceleration of the vehicle. In particular, it is no longer necessary that the absolute position of the accelerator pedal is known. The determination of a corresponding threshold, in the case of exceeding or falling below an error is detected, rather, based on the relative change in the accelerator pedal position.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Human Computer Interaction (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'invention concerne un procédé permettant de faire fonctionner une chaîne cinématique d'un véhicule automobile, la chaîne cinématique comprenant un entraînement (1, 2) et un arbre de sortie (3). Selon le procédé, un couple d'entraînement (SD), destiné à être délivré ou délivré par l'entraînement (1, 2) à l'arbre de sortie (3) en fonction d'une position de pédale d'accélération (FP) d'une pédale d'accélération pouvant être actionnée par le conducteur du véhicule automobile, est surveillé. Pour la surveillance du couple d'entraînement (SD), un gradient de pédale d'accélération (FPG), représentant la variation en fonction du temps de la position de la pédale d'accélération, est détecté aux moments (t1, t2) respectifs. A un moment (t1, t2) respectif, un couple d'entraînement de référence (RD) est déterminé en prenant en compte un certain nombre de couples d'entraînement (VS) à des moments passés et un décalage supérieur (OF) dépendant du gradient de pédale d'accélération (FPG) est déterminé, ledit décalage étant d'autant plus important que la variation en fonction du temps de la position de la pédale d'accélération, représentée par le gradient de pédale d'accélération (FPG), est importante à des couples d'entraînement (SD) plus élevés. Une valeur seuil supérieure (OS) est déterminée à partir du décalage supérieur (OF), par le fait que le couple de référence (RD) est augmenté du décalage supérieur (OF). Une erreur (EI) est détectée, si le couple d'entraînement (SD) dépasse la valeur seuil supérieure (OS) au moment respectif.
PCT/EP2012/071790 2011-12-20 2012-11-05 Procédé permettant de faire fonctionner une chaîne cinématique d'un véhicule automobile WO2013091967A1 (fr)

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DE102011089093.9A DE102011089093B4 (de) 2011-12-20 2011-12-20 Verfahren zum Betreiben eines Antriebsstrangs eines Kraftfahrzeugs

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