CN104395124B - 用于混合动力车在驱动轮制动打滑或对此而言危险提高时的车辆稳定*** - Google Patents
用于混合动力车在驱动轮制动打滑或对此而言危险提高时的车辆稳定*** Download PDFInfo
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Abstract
本发明涉及用于混合动力车在驱动轮制动打滑或对此而言危险提高的情况下进行车辆稳定的一种方法和一种***。混合动力车包括在内燃机(2)与电机(4)之间的离合器(14),通过该离合器,内燃机的力矩能够与驱动轮脱离。在离合器闭合的情况下,电机上的总作用力矩由内燃机的力矩和电机的力矩所产生。根据本发明,对驱动轮的制动打滑或者这样的危险进行识别。在此情况下,断开在内燃机(2)与电机(4)之间的离合器(14)并提高电机的力矩。
Description
技术领域
本发明涉及一种用于混合动力车在驱动轮制动打滑或对此而言危险提高时进行车辆稳定的方法。
背景技术
在下文的详细说明中,一般而言,使车辆加速的(马达/发动机-)力矩具有正的数值以及使车辆减速的(马达/发动机-)力矩具有负的数值。然而当明确地言及制动力矩、马达拖曳力矩或者再生力矩时,这样的制动力矩、马达拖曳力矩或者再生力矩以正数值减速地作用到车辆上。
在传统的纯内燃机驱动的车辆中,当突然切断油门(Gaswegnehmen)、降挡或者制动时通过马达拖曳力矩调节***来保证车辆稳定性。在这种状态下,逆对于车辆推进的制动力矩、即内燃机的马达拖曳力矩便起作用。如果内燃机的这个制动力矩在特别是光滑路面的情况下变得如此之大,即车轮上的有效力矩不再能够完全地传递到道路上并出现明显的制动打滑,则马达拖曳力矩调节***实施干预并调定更高的马达力矩,从而使车轮加速并消除打滑。
在通过操作行车制动器进行制动的状态中存在着困难的情况,因为驱动装置的制动力矩然后与通过行车制动器所调定的制动力矩相加,于是使得可能更容易超过车辆与路面之间的轮胎最大力传递能力。
这种马达拖曳力矩调节***也应用在混合动力车上,混合动力车包括一台内燃机和一台电机作为驱动马达以及在内燃机与电机之间的一个离合器,通过该离合器,内燃机的力矩可以与驱动轮脱离。在离合器闭合的情况下,内燃机的力矩与电机的力矩叠加在电机上,从而,电机上的有效力矩便由内燃机的力矩(内燃机所提供的力矩)和电机的力矩(电机所提供的力矩)产生。
在公开文献DE 10 2005 024 359A1中阐述了一种这样的具有内燃机和电机以及位于其间的离合器的混合动力车。混合动力车的传动系包括一台用于产生驱动力矩的内燃机。另外,该装置还包括一台围绕驱动轴同轴设置的电机,该电机以其转子轴的一个端部通过离合器和驱动轴与内燃机串联连接,并且该电机以其转子轴的另一端部与传动单元/变速器单元相连。
发明内容
本发明的目的是,提供用于混合动力车的当存在内燃机制动力矩时进行车辆稳定的一种改进的方法以及一种相应的***。
此目的通过用于混合动力车当存在内燃机制动力矩时进行车辆稳定的方法得以实现,混合动力车包括内燃机和电机作为驱动马达,其中,所述混合动力车包括在内燃机与电机之间的离合器,通过该离合器,内燃机的力矩能够与驱动轮脱离,以及,在离合器闭合的情况下,电机上的力矩由内燃机的力矩和电机的力矩产生,此方法包括如下步骤:
-识别驱动轮制动打滑的或对此而言危险提高的车辆状态的存在;和
-作为对此的反应,断开在内燃机与电机之间的离合器,并提高电机的力矩。
此目的还通过用于混合动力车当存在内燃机制动力矩时进行车辆稳定的***得以解决,混合动力车包括内燃机和电机作为驱动马达,其中,所述混合动力车包括在内燃机与电机之间的离合器,通过该离合器,内燃机的力矩能够与驱动轮脱离,以及,在离合器闭合的情况下,电机上的力矩由内燃机的力矩和电机的力矩产生,此***设置为:
-对驱动轮制动打滑的或对此而言危险提高的车辆状态的存在进行识别,和
-作为对此的反应,断开在内燃机与电机之间的离合器,并提高电机的力矩。
本发明的第一方面是涉及用于混合动力车在驱动轮制动打滑或对此而言危险提高的情况下进行车辆稳定的一种方法。在此,内燃机提供一个负的力矩,该力矩使车辆制动,也就是说,内燃机提供一个制动力矩。内燃机的制动力矩典型地相当于拖曳力矩。另外,在电机方面提供的力矩在此情况下也典型地相当于一个负的力矩,也就是说,存在着电机的一个制动力矩,例如再生力矩(例如为车载电网供电和/或为电能储存器充电)。驱动马达的逆对车辆推进作用的制动力矩例如存在于惯性行驶时(也就是说,在不操作加速踏板的情况下)或者制动状态中。
在本方法中前提条件是:混合动力车包括设在内燃机与电机之间的一个离合器,通过该离合器,内燃机的力矩能够与驱动轮脱离。在离合器闭合的情况下,电机上的总作用力矩由内燃机的力矩和电机的力矩所产生。优选地,所述混合动力车是涉及这样一种混合动力结构,其中,内燃机通过一根驱动轴和离合器与电机作用连接,并且该电机以其转子轴的一个端部通过离合器和驱动轴同轴地与内燃机串联连接,正如在文献DE 10 2005 024 359A1中对此所描述的那样。
根据本方法,对驱动轮制动打滑的一定车辆状况的存在进行识别。为此,例如对驱动轮的车轮打滑进行分析处理并且在超过车轮打滑的阈值时推断出存在这样的车辆状况的结论。另外,为了确定这样的状况还可以设定先决条件:驾驶员已经进行制动。作为可选方案,还与对驱动轮的摩擦系数的分析处理相关联地对这样的状况进行识别。作为可选方案,还可以对制动打滑危险提高的状况的存在进行识别,而无须实际存在制动打滑。例如可以规定:当驾驶员操作制动踏板而未对车轮打滑进行分析处理时,这样的状况存在于制动状态中。
如果识别出这样的制动打滑或对此而言危险提高的车辆状况,则将内燃机与电机之间的离合器断开并提高电机的力矩,也就是说,提高电机在断开离合器前的典型地为负的力矩。将电机的(典型地为负的)力矩朝着正力矩值的方向提高就相当于减小了该电机的制动力矩。
通过断开在内燃机与电机之间的离合器,内燃机的制动力矩(典型地为拖曳力矩)能够快速地与驱动轮脱离,从而作用在驱动轮上的内燃机的负的力矩便立刻从量值上降低并且因此减少了可能的车轮打滑。因此,本发明的方法的反应速度明显高于在传统的马达拖曳力矩调节***中内燃机马达力矩在时间上缓慢的变化。
但是在内燃机与电机之间的离合器断开的情况下,电机继续与驱动轮耦联,从而电机的可能的制动力矩将会作用在驱动轮上。但是根据本发明将电机的力矩予以提高,也就是说,降低电机的制动力矩(例如电机的拖曳力矩或者再生力矩),从而便降低或者完全消除电机对驱动轮的制动作用。在需要时,可以通过电机在驱动轮上主动地建立一个正的驱动力矩,以便通过主动的驱动力矩来减少车轮打滑。与传统的马达拖曳力矩调节***相比,不仅离合器的断开、而且电机的马达力矩的改变都同样能够明显地快于内燃机马达力矩的改变。
为了实现本方法的实施转换,将一个用于车辆稳定的控制单元、一个用于发动机控制的控制单元和一个用于变速器控制的控制单元相应地成网络连接。
优选地,在本方法中,识别出有制动打滑(或者有这种危险)的受制动的车辆状态,其中,车辆处于通过操作行车制动器而受制动的状态中。所述行车制动器典型地可以是一种液压制动器。该行车制动器可以由驾驶员通过操作制动踏板或者自动地由驾驶员辅助***进行操作,例如由自适应巡航控制***(ACC-adaptive cruise control)方面实现。因此,优选在操作行车制动器的前提条件下实施前述离合器的断开和电机的力矩的改变。如果不存在受制动的状态的话,在识别出制动打滑的情况下例如激活传统的马达拖曳力矩调节***。
根据一个优选的实施方式,在识别出前述的车辆状态的情况下断开离合器,以及电机上的马达力矩变成大约为零。在离合器断开时在此情况下电机的力矩(也就是说,由电机所提供的力矩)大约也为零,因为断开耦联的内燃机不再对电机上的力矩产生影响。因此,在此情况下电机上的力矩不再制动地作用于驱动轮上,从而减少了制动打滑。
在此情况下有益的是,在离合器断开和电机上存在的力矩大约为零之后确定:为了实现车辆稳定是否存在正的驱动力矩的需要。这一点例如可以通过对驱动轮的车轮转速状态和车轮加速状态的分析处理加以识别。在需要正的驱动力矩的情况下,在电机上调定一个正的驱动力矩。在离合器断开时,在此情况下电机的所提供的力矩(也就是说,由电机所提供的力矩)也是正的,因为断开耦联的内燃机不再对电机上的力矩产生影响以及电机上的有效力矩相当于在该电机方面提供的力矩(也就是说电机的力矩)。
这种两级式的措施-即首先将力矩调定到大约为零以及然后在存在零力矩之后调定正的驱动力矩,如果存在这样的需要的话-提供了下述优点:能够很快地消除电机上的制动力矩,并且,假如这一点不足以使车辆稳定的话,仅仅在需要的情况下通过预先给定电机上的正的力矩修正地进行干预。假如不存在需要的话,那么通过正的力矩避免车辆的推进(Anschieben)或者解除制动(Entbremsen)。
也可以考虑:立刻在电机上调定正的力矩,而无需之前调节到零力矩。
一般来说也可以考虑:在第一步骤中在电机上调定第一力矩,以及在需要时然后在第二步骤中在电机上调定一个比第一力矩更高的力矩。
本发明的第二方面涉及一种用于混合动力车的车辆稳定的***,所述混合动力车包括内燃机和电机作为驱动马达。该***设置为:识别驱动轮制动打滑或者此种危险提高的车辆状态的存在。另外,该***设置为:作为对此的反应,断开在内燃机与电机之间的离合器,并提高电机的力矩,也就是说,在电机的力矩为负的情况下减少电机的制动力矩。
该***例如包括一个用于车辆稳定的控制单元、一个用于发动机控制的控制单元和一个用于变速器控制的控制单元,它们为了前述功能的实施转换而相应地成网络连接。
所述控制单元例如可以通过一个共同的数据总线***相互连接,例如LIN-总线(Local Interconnect Network)、CAN-总线(ControllerArea Network)或者FlexRay-总线。
根据所述***的一个优选的构造设计,所述用于行驶稳定的控制单元设置为:识别驱动轮制动打滑的车辆状态,并且,在识别出该车辆状态的情况下针对所述用于发动机控制的控制单元要求断开离合器并改变力矩。所述用于发动机控制的控制单元设置为:若所述用于行驶稳定的控制单元方面针对所述用于发动机控制的控制单元已要求断开离合器,则针对所述用于变速器控制的控制单元要求断开离合器。
前面关于符合本发明第一方面的按照本发明的方法的详细说明以相应的方式同样适用于符合本发明第二方面的按照本发明的***。
本发明***的有益实施例与本发明方法的所述有益实施例相对应。
附图说明
下文将参照附图借助一个实施例对本发明加以阐述。附图中:
图1为混合动力车的示例性的传动系;和
图2为本发明的用于车辆稳定的方法的实施例。
具体实施方式
图1示出了一个如在文献DE 10 2005 024 359A1中说明的混合动力车的示例性的传动系。随此,将关于在文献DE 10 2005 024 359A1中所说明的传动系的公开内容引用到本申请的公开内容当中。
图1中示出的混合动力传动系包括一台内燃机2、一台电机4和一个变速器单元/传动单元8。内燃机2通过一根驱动轴12和一个设置在内燃机2与电机4之间的分离离合器14与第一电机4连接。
电机利用转子轴的配置于内燃机2的端部通过离合器14和驱动轴AW与内燃机2串联连接。
电机4、传动单元8和分离离合器14可以整合在一个共同的壳体内。所述电机4优选这样构造,即,它既能以电动机方式运行也能以发电机方式运行。在传动输出端/变速器输出端上,驱动力矩通过一根变速器输出轴/传动从动轴AW、一个差速传动装置D和一根驱动轴W作用在驱动轮R上。
另外,可选地还设置有第二离合器15,该离合器位于电机4与传动单元8之间的传动系中。第二离合器15用作起动元件以及用于分开在驱动装置2、4与传动单元8之间的动力锁合。
在离合器14闭合时,内燃机的力矩与电机的力矩叠加在电机4上,使得电机上的有效力矩由内燃机的力矩和电机的力矩所产生。
在该实施例中,设置有一个用于车辆稳定的控制单元DSC(DSC-dynamic stability control)、一个用于控制内燃机2和电机4的共同控制单元DME(DME-数字式发动机电子***)和一个用于变速箱控制***21的控制单元EGS(EGS-电子变速箱控制***)。
为了保持车辆稳定性,控制单元DSC包括一个驱动装置滑转调节装置和一个制动管理***。为此,控制单元DSC控制一个液压制动设备16,通过该制动设备在需要时可以对驱动轮R进行制动。
控制单元通过一个共同的总线,例如CAN-或者LIN-总线相互连接。为了在制动状态中实现车辆稳定性,控制单元以在图2中示出的方式相互合作。
在方法过程开始时(参照附图标记100),离合器14和15闭合。
在步骤110中,由控制单元DSC来识别出驱动轮有一定制动打滑的制动车辆状态的存在。在制动车辆状态中,一般存在一个制动力矩,例如内燃机2的一个拖曳力矩(也就是说具有负号的驱动力矩)和电机4的一个制动力矩(例如一个拖曳力矩或者一个再生力矩)。在制动状态中,例如由驾驶员方面或者由驾驶员辅助***方面操作车辆的行车制动器。
当通过操作制动踏板或者由驾驶员辅助***(例如自适应巡航控制***)操作行车制动器并存在超过一个预先给定的阈值的驱动轮车轮打滑时,例如识别出存在这种状态。此外,其他的用于识别车辆状态的先决条件也可以是必要的,例如存在驱动轮R与路面之间的摩擦微弱的摩擦系数。
例如,在由驾驶员方面制动车辆、存在高的驱动轮车轮打滑和存在摩擦微弱的摩擦系数时,设定一定的车辆状态标识(Fahrzeugzustands-Flag),对于所设定的车辆状态标识,实施下述措施。
在步骤120中,控制单元DSC在对识别的车辆状态的反应中针对控制单元DME要求采取相应的措施,即,断开在内燃机2与电机4之间的离合器14以及在电机4上调定为零力矩。控制单元DSC可以要求控制单元DME要么在离合器15的驱动端上将电机4上的有效力矩M调定为零,要么-在可选的实现方式中-将离合器15的从动端/输出侧上的力矩M′调定为零,通过这种方式,在此情况下,在离合器15闭合时在该离合器15的驱动端上电机4上的力矩M同样调定到大致为零。
内燃机2在离合器14断开后优选继续保持运行。在离合器14断开的情况下,电机4上的、也就是说电机4的转子上的有效力矩M相当于电机的力矩。在将电机4上的力矩M调定到零值时由控制单元DME方面将电机的以前的负的马达力矩大致提高到零值。
优选在控制单元DME的参与下以如下方式断开离合器14:控制单元DSC对此向控制单元DME发出要求,其中,在此情况下控制单元DME然后要求控制单元EGS断开离合器14。作为可选方案也可以考虑:控制单元DSC直接指示控制单元EGS断开离合器14。
作为对断开离合器和在电机4上零力矩调节的补充,另外还可以由控制单元DSC如下地控制制动***16,即,降低驱动轮R上制动器的制动压力,通过这种方式减少制动打滑。
在离合器14断开、电机4上的零力矩调节以及在必要时降低制动压力之后检查在电机上是否存在正的驱动力矩的需要(参照步骤130)。在需要时,那么就在电机4上将零力矩提高到正的力矩(参照步骤140),否则,方法过程便结束(参照附图标记150)。例如,当尽管断开了离合器并调定了零力矩以及降低了驱动轮R制动器的制动压力而依然需要附加地稳定车轮时,则存在这样的需要。通过电机4上的一个正的驱动力矩即可以类似于在传统的马达拖曳力矩调节***中那样实现附加的车轮稳定。例如,可以通过对驱动轮R的车轮转速状态的分析处理来识别对此的需要。为此,尤其是要对车轮R的车轮打滑以及再加速状况(Wiederbeschleunigungsverhalten)进行观测。通过与额定值的比较和对时间特性的分析处理可以求出稳定干预的必要性。
可以规定进行如下检测:电机4是否可以提供足够高的力矩,对于这是不可能的情形,则不执行步骤120至140,并且在此情形中启用在离合器14闭合情况下传统的马达拖曳力矩调节***的功能。
Claims (10)
1.用于混合动力车当存在内燃机(2)制动力矩时进行车辆稳定的方法,混合动力车包括内燃机(2)和电机(4)作为驱动马达,其中,所述混合动力车包括在内燃机(2)与电机(4)之间的离合器(14),通过该离合器,内燃机(2)的力矩能够与驱动轮(R)脱离,以及,在离合器(14)闭合的情况下,电机上的力矩(M)由内燃机的力矩和电机的力矩产生,此方法包括如下步骤:
-识别驱动轮(R)制动打滑的或对此而言危险提高的车辆状态的存在;和
-作为对此的反应,断开在内燃机(2)与电机(4)之间的离合器(14),并提高电机(4)的力矩。
2.如权利要求1所述的方法,其中,所述车辆状态是通过操作行车制动器进行制动的状态。
3.如权利要求1或2所述的方法,其中,使电机(4)的力矩这样地提高:将电机上的有效力矩(M)调定到大致为零的数值。
4.如权利要求1或2所述的方法,其中,使电机的力矩这样地提高:在电机上调定正的驱动力矩。
5.如权利要求1或2所述的方法,其中,
-使电机(4)的力矩这样地提高:将电机上的有效力矩(M)调定到第一数值上,
-在电机(4)上存在第一力矩值之后确定:为了行驶稳定是否存在比第一力矩值更高的力矩的需要,和
-在有这种需要的情况下,在电机(4)上调定更高的力矩。
6.如权利要求5所述的方法,其中,所述第一数值为零,所述更高的力矩为电机上的正的驱动力矩。
7.如权利要求1或2所述的方法,其中,该方法用于针对这样的混合动力车实现行驶稳定:在该混合动力车中,内燃机(2)通过驱动轴(12)和离合器(14)与电机(4)耦联,并且电机(4)以其转子轴的一个端部通过离合器(14)和驱动轴(12)与内燃机(2)串联连接。
8.如权利要求1或2所述的方法,其中,电机的力矩在离合器(14)断开之前为负的。
9.用于混合动力车当存在内燃机(2)制动力矩时进行车辆稳定的***,混合动力车包括内燃机(2)和电机(4)作为驱动马达,其中,所述混合动力车包括在内燃机(2)与电机(4)之间的离合器(14),通过该离合器,内燃机(2)的力矩能够与驱动轮(R)脱离,以及,在离合器(14)闭合的情况下,电机(4)上的力矩(M)由内燃机(2)的力矩和电机(4)的力矩产生,此***设置为:
-对驱动轮(R)制动打滑的或对此而言危险提高的车辆状态的存在进行识别,和
-作为对此的反应,断开在内燃机(2)与电机(4)之间的离合器(14),并提高电机(4)的力矩。
10.如权利要求9所述的***,其中,该***包括:
-用于行驶稳定的控制单元(DSC),
-用于发动机控制的控制单元(DME),
-用于变速器控制的控制单元(EGS),
以及
-所述用于行驶稳定的控制单元(DSC)设置为:识别驱动轮制动打滑的车辆状态,并且,在识别出该车辆状态的情况下,针对所述用于发动机控制的控制单元(DME)要求断开离合器(14)和改变力矩;以及,所述用于发动机控制的控制单元(DME)设置为:若所述用于行驶稳定的控制单元(DSC)方面针对所述用于发动机控制的控制单元(DME)已要求断开离合器(14),则针对所述用于变速器控制的控制单元(EGS)要求断开离合器(14)。
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DE201210210328 DE102012210328A1 (de) | 2012-06-19 | 2012-06-19 | Fahrzeugstabilisierung für ein Hybridfahrzeug bei Bremsschlupf der Antriebsräder oder erhöhter Gefahr hierfür |
DE102012210328.7 | 2012-06-19 | ||
PCT/EP2013/062195 WO2013189812A1 (de) | 2012-06-19 | 2013-06-12 | Fahrzeugstabilisierung für ein hybridfahrzeug bei bremsschlupf der antriebsräder oder erhöhter gefahr hierfür |
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CN104395124A CN104395124A (zh) | 2015-03-04 |
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US (1) | US10668810B2 (zh) |
EP (1) | EP2861443B1 (zh) |
CN (1) | CN104395124B (zh) |
DE (1) | DE102012210328A1 (zh) |
WO (1) | WO2013189812A1 (zh) |
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KR102269777B1 (ko) * | 2013-09-25 | 2021-06-28 | 섀플러 테크놀로지스 아게 운트 코. 카게 | 자동차의 파워 트레인의 하이브리드 모듈 내에서 분리형 클러치의 안전 임계 활성화의 방지 방법 |
DE102015223504A1 (de) * | 2015-11-27 | 2017-06-01 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Betreiben eines Kraftfahrzeugs |
DE102020007248A1 (de) * | 2020-11-27 | 2022-06-02 | Daimler Ag | Verfahren zur Steuerung eines Bremssystems eines Kraftfahrzeugs |
CN112810598A (zh) * | 2021-02-22 | 2021-05-18 | 东风柳州汽车有限公司 | 离合器同步的控制方法、装置、设备及存储介质 |
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EP2861443B1 (de) | 2017-10-11 |
US10668810B2 (en) | 2020-06-02 |
EP2861443A1 (de) | 2015-04-22 |
DE102012210328A1 (de) | 2013-12-19 |
US20150105959A1 (en) | 2015-04-16 |
WO2013189812A1 (de) | 2013-12-27 |
CN104395124A (zh) | 2015-03-04 |
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