CN102529942A - 用于汽车运行的方法 - Google Patents
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Abstract
本发明建议一种用于汽车(10)运行的方法,其中检测并分析功率输入元件(12)的、例如行驶踏板(12)的操纵速度(15),并且根据所检测的操纵参数影响拖拽矩,其中当操纵速度(15)小于极限值(58)而且输入元件(12)的位置(13)大于零,而且也朝功率减小方向操纵功率输入元件(12)时,则执行至少一个影响拖拽矩的措施。
Description
技术领域
本发明涉及如权利要求1前序部分所述的方法,以及如附属权利要求所述的计算机程序和控制和/或调节装置。
背景技术
汽车的驱动设备一般利用行驶踏板控制,即,由此将对于所期望的驱动转矩要求传递到发动机上。已知将行驶踏板的位置(角度)转换成电信号。这个信号由发动机控制器接收并且用于控制驱动设备。这个原理例如在汽油或柴油发动机、混合动力驱动装置或电动机中使用。此外已知使用由行驶踏板位置推导出来的参数,用于例如分析司机行为或者附加地控制驱动设备。
例如WO 09144064A、US4805751A、DE102005002265A和US4830155A公开了这个领域的专业内容。
发明内容
本发明的目的通过按照权利要求1的方法以及通过按照并列权利要求的控制和/或调节装置和计算机程序得以实现。从属权利要求给出有利的改进方案。对于本发明重要的特征还在下面的描述和附图中给出,其中所有特征不仅单独地而且以不同的组合对于本发明都是重要的,无需对此再一次详细地说明。
按照本发明的方法的优点是,根据功率输入元件的位置和操纵速度可以特别有效地利用汽车的驱动装置。由此可以保护环境并且可以节省燃料或驱动能量。
在汽车运行中连续地检测并分析功率输入元件的位置。由求得的位置可以例如利用数学运算按照数值和符号求得输入元件的操纵速度。在此如果朝功率减小方向操纵输入元件,则由此可以推导出影响驱动装置拖拽矩的措施。该驱动装置例如是柴油发动机、汽油发动机、混合动力驱动装置或电动驱动装置。例如可以这样选择影响拖拽矩的措施,使得由操纵速度求得的司机愿望特别好地支持汽车运动。同时可以这样改变驱动装置或汽车的调整参数,使得接着给出特别节省能量的汽车向前运动。
如果功率输入元件、即例如行驶踏板由司机以功率减小的意图返回运动,则由此可以考虑两个不同的效果。在第一种情况下考虑所谓的滑行运行(Segelbetrieb),其中汽车不再加速,而是以相对微小的负加速度在相对较长的距离上惯性运动,或者必要时甚至要保持速度。在第二种情况下可以考虑,使汽车进入到所谓的推进运行(Schubbetrieb),其中汽车速度附加地通过所谓的发动机拖拽矩减小。在此考虑到,不提供动力的汽车驱动通过摩擦效应施加附加的制动作用并因此使汽车以相对剧烈的负加速度减慢。按照本发明行驶踏板的操纵速度也充分用于相互区分所述两种情况。这由此实现,使一个或者多个极限值与行驶踏板的实际操纵速度相比较。
本发明也有利地与目前越来越多地使用的自动距离保持***有关系,它大多以利用雷达测量与前面行驶的汽车的距离为基础。在这种情况下功率输入元件也可以是更加“虚拟”的,即例如在考虑距离测量信号的条件下求得的控制参数包括于控制和调节装置。
尤其规定,所述措施包括至少减小要喷射的燃料量、优选结束喷射燃料和影响驱动汽车的内燃机的节气门的位置。通过结束或至少减少喷射燃料保证,在措施期间没有或只有微少的能量用于驱动。利用内燃机节气门的位置可以通过有意识地控制节流损失附加地影响驱动装置或汽车的特性。
本方法的扩展结构规定,在停止喷射时完全打开节气门。由此特别有效地支持汽车的滑行运行。节气门打开越大,由此起作用的节流损失就越小,相应地通过未驱动的内燃机产生的拖拽矩就越小。由此得到没有燃料消耗地更长的汽车滑行。
此外规定,这样改变节气门的位置,使汽车的速度至少保持大约不变。由此可以在滑行运行时不同地调整汽车特性。例如在下坡行驶时可以实现基本恒定的车速。由此可以使节气门的位置作为附加的感觉灵敏的制动器使用,用于防止例如在下坡行驶时不期望的高速。
如果所述措施包括打开离合器,它使汽车的车轮与驱动汽车的驱动设备连接,则可以特别有效地实现汽车的滑行运行。由此可以使驱动装置尚存的摩擦损失保持特别低并且使燃料或能量的消耗最小。
附加地规定,由内燃机构成的驱动设备在运行期间通过打开的离合器以怠速运行。由此可以保证,驱动装置的主要部件与车轮断耦联,并且使驱动设备以特别少的能量在这个状态运行,无需紧接着重新启动内燃机。
如果所述措施包括利用电动机产生驱动转矩,则在滑行运行中可以特别高效地使用本方法。由此尤其在混合动力驱动装置或电动驱动装置时使汽车速度保持基本恒定或者实现特别长的惯性运动。通过电动机产生的驱动转矩用于补偿剩余的摩擦损失。
在本方法的扩展结构中,如果所述操纵速度大于极限值并且输入元件的位置减小到零时,则不喷射燃料并且执行至少一个提高拖拽矩的措施。在此超过极限值作为判据使用,用于识别由司机期望的推进运行。这意味着,要使汽车既不加速运动,也不以恒定的行驶速度继续运动,而是使汽车以一定的制动效果与滑行运行相比相对快速地制动。为此一方面不喷射或只喷射微少的燃料或者驱动装置不再供给能量,并且另一方面执行其它提高拖拽矩的措施。
为此建议,由电动机或发电机产生提高拖拽矩的转矩。由此可以受控地附加减小汽车的动能。这尤其在混合动力驱动装置或电动驱动装置时是有利的,其中由此产生的能量必要时可以流到蓄电池里面,由此可以总体上降低能耗。
备选和/或附加地规定,作为提高拖拽矩的措施关闭驱动汽车的内燃机的节气门。由此对于常见的内燃机形成高效的措施,用于附加地制动汽车。
如果根据道路曲线和/或交通状况选择措施,可以更灵活地应用按照本发明的方法。由此可以考虑行驶道路上坡、其它的行驶道路特性、车速、道路曲线和/或交通状况。所述交通状况例如可以由驱动设备或汽车的运行参数或在过去的时间区间中测得的汽车运动求得。
按照本发明的方法附加地规定,由GPS和/或横摆角传感器的数据求得道路曲线。利用GPS(global positioning system)可以特别准确地求得道路曲线。附加地可以利用加速度传感器和/或横摆角传感器测得汽车运动。通过这种方式可以不同地对于内燃机或驱动装置的控制使用由行驶踏板的位置和操纵速度推导出来的措施。
附图说明
下面借助于附图详细解释本发明的示例的实施例。附图中:
图1以示意图示出具有内燃机的汽车,
图2以示意图示出具有混合动力驱动装置的汽车,
图3以示意图示出具有电动驱动装置的汽车,
图4以流程图示出用于在汽车的控制和/或调节装置上执行的计算机程序。
在所有的附图中对于功能上等效的部件和参数在不同的实施例中也使用相同的标记符号。
具体实施方式
图1极为简化地示出汽车10。在附图中从左向右示出:行驶踏板12、具有存储器的控制和/或调节装置14,在存储器上存储计算机程序11、内燃机16、离合器18、变速器20和由变速器20驱动的车轮22。在此内燃机16包括四个气缸24a至24d,和附属于气缸24a至24d的喷射阀26a至26d。利用控制导线28由控制和/或调节装置控制喷射阀26a至26d。
在内燃机16标识的下部象征性地示出节气门30,通过它可以调节四个气缸24a至24d的空气输入。此外从控制和/或调节装置14引出控制导线32,用于调节节气门30、操纵离合器18或者至少在需要时断耦联。
在汽车10运行中所述控制和/或调节装置14连续地求得行驶踏板12的位置13、行驶踏板12的操纵速度15和行驶踏板在功率增加或功率减小意义上的操纵方向。根据求得的参数所述控制和/或调节装置14可以执行至少一个影响内燃机16拖拽矩的措施。
只要所述控制和/或调节装置14确定,行驶踏板12的操纵速度15小于极限值58,同时行驶踏板12的位置13大于零,同时也在减小功率的方向上操纵行驶踏板12,则控制和/或调节装置14至少暂时地结束或减少通过喷射阀26a至26d喷射燃料。同时完全打开节气门30。备选地这样调节离合器18,使得中断在内燃机16与变速器20之间的力传递。在此还使内燃机16怠速运行。在两种情况下调节所谓的滑行运行,在滑行时汽车10能够没有能量输入或以微少的能量输入尽可能长时间地继续行驶,尽管以降低的速度。
附加地分析在附图左边示出的GPS33(global positioning system)和横摆角传感器35的数据,用于求得道路曲线和实际的交通状况。如果例如由求得的数据得出,汽车10位于下坡行驶,则这样改变节气门30的位置,使汽车10的速度保持至少大约不变。
如果在另一种情况下所述控制和/或调节装置14确定,行驶踏板12的操纵速度15大于极限值58同时行驶踏板12的位置13降低到零,则同样至少暂时结束或减少利用喷射阀26a至26d喷射燃料到气缸24a至24d中。同时执行至少一个提高内燃机16拖拽矩的措施。在此为此关闭内燃机16的节气门30。通过这种方式产生特别高的拖拽矩,为此相对快速地降低汽车10行驶速度。
图2示出与图1类似的汽车10,其中在图2中汽车10具有混合动力驱动装置。因此附加地使汽车10包括电动机40、蓄电池42和控制导线44,用于通过控制和/或调节装置14控制电动机40。该电动机40(也可以作为发电机运行)与变速器20机械连接,并且与蓄电池42电连接。
在按照图2的汽车10运行中附加地对于在图1中所述的措施还执行其它措施,它们与电动机40一起实现。在内燃机16滑行运行中所述电动机40可以以相对微小的驱动功率支持滑行运行并且使汽车10的行驶速度保持恒定或者使汽车10特别长时间地惯性运行。
在汽车10推进运行中所述电动机40可以作为发电机工作并且由变速器20获得机械功率并且作为电功率传递到蓄电池42。在此优选打开离合器18。
图3示出具有电动驱动装置的汽车10的另一实施例。所述行驶踏板12的参数13和15连续地由控制和/或调节装置14求得并且用于控制驱动装置,它在这里是电动机40。该电动机40作用于车轮22。在电动机运行中电动机40由蓄电池42获得电能,在发电机运行中电动机40提供电能给蓄电池42。
如果根据由控制和/或调节装置14求得的行驶踏板12参数调节滑行运行,则在第一选择中中断电能从蓄电池42到电动机40的输入,并因此使汽车10以连续变低的速度惯性运行。备选地可以使电动机40和蓄电池42用于,在滑行运行中使汽车10的行驶速度保持基本恒定。在基本平面的或者上坡的行驶道路曲线中电动机从蓄电池42取出电能,用于保持汽车10速度。
在下坡行驶时电动机40可以用于产生拖拽矩,用于使汽车10车速保持恒定。在此电动机40作为发电机工作并且可以储存电能到蓄电池42里面。
如果在控制和/或调节装置14中调节推进运行,电动机40作为发电机工作并且可以将由车轮22取出的能量有利地作为电能储存在蓄电池42里面。在此利用电参数可以改变拖拽矩的大小。
图4示出通过执行本方法的计算机程序11进行工作的示意流程图。在附图中基本从上向下工作。在此该流程图用于使按照图1的汽车10运行。在启动框46开始程序。
在询问框48求得并分析行驶踏板12的位置13和操纵速度15。如果操纵速度15在所期望的汽车10加速的意义上是正的,或者操纵速度15是零,同时行驶踏板12的位置13大于零,则分支到结束框54,并且转移到在图4中未示出的另一程序,利用它要保持内燃机16的驱动功率恒定或者加大。在其余情况下分支到询问框62。
在询问框62检验,操纵速度15是否小于或大于极限值58并且行驶踏板12的位置13也大于零。如果操纵速度15大于极限值58,分支到框64。如果操纵速度15小于极限值58,分支到框68。
在框64剧烈地减少燃料喷射到内燃机16的燃烧室里面并且调节内燃机16的怠速运行。此外改变节气门30的位置和/或打开离合器18,由此使汽车速度只缓慢地减小或者在下坡行驶时保持基本恒定。这对应于汽车10的滑行运行。然后在启动框46后面继续流程图运行。
在框68里面同样剧烈地减小或者甚至结束喷射燃料,并且执行提高拖拽矩的措施。在此为此关闭节气门30。这对应于汽车10的推进运行。然后同样在启动框46后面继续流程图运行。
Claims (14)
1.一种用于汽车(10)运行的方法,其中检测并分析功率输入元件(12)的、例如行驶踏板(12)的操纵速度(15),并且其中根据所检测的操纵参数影响拖拽矩,其特征在于,当操纵速度(15)小于极限值(58),而且输入元件(12)的位置(13)大于零,而且也朝功率减小方向操纵功率输入元件(12)时,则执行至少一个影响拖拽矩的措施。
2.如权利要求1所述的方法,其特征在于,所述措施至少包括减小要喷射的燃料量、优选结束喷射燃料和影响驱动汽车(10)的内燃机(16)的节气门(30)的位置。
3.如权利要求2所述的方法,其特征在于,所述节气门(30)完全打开。
4.如权利要求2所述的方法,其特征在于,这样改变节气门(30)的位置,使汽车(10)的速度至少保持大约不变。
5.如权利要求1所述的方法,其特征在于,所述措施包括打开离合器(18),它使汽车(10)的车轮(22)与驱动汽车(10)的驱动设备连接。
6.如权利要求5所述的方法,其特征在于,由内燃机(16)构成的驱动设备在运行期间通过打开的离合器(18)以怠速运行。
7.如上述权利要求中任一项所述的方法,其特征在于,所述措施包括利用电动机(40)产生驱动转矩。
8.如上述权利要求中任一项所述的方法,其特征在于,当所述操纵速度(15)大于极限值(58)并且输入元件(12)的位置(13)减小到零时,不喷射燃料并且执行至少一个提高拖拽矩的措施。
9.如权利要求8所述的方法,其特征在于,由电动机(40)或发电机产生提高拖拽矩的转矩。
10.如权利要求8或9所述的方法,其特征在于,作为提高拖拽矩的措施关闭驱动汽车(10)的内燃机(16)的节气门(30)。
11.如上述权利要求中任一项所述的方法,其特征在于,根据道路曲线和/或交通状况选择措施。
12.如权利要求11所述的方法,其特征在于,由GPS(33)和/或横摆角传感器(35)的数据求得道路曲线。
13.计算机程序(11),其特征在于,它为了执行如上述权利要求中任一项所述的方法而编程。
14.内燃机(16)的控制和/或调节装置(14),其特征在于,该装置包括存储器,在其上存储按照权利要求13所述的计算机程序(11)。
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FR3057030B1 (fr) * | 2016-10-03 | 2018-11-09 | Peugeot Citroen Automobiles Sa | Procede de pilotage d'une boucle d'air d'un moteur thermique lors d'une coupure d'injection |
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FR2969711A1 (fr) | 2012-06-29 |
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