CN104553822B - 电机拖曳力矩补偿 - Google Patents
电机拖曳力矩补偿 Download PDFInfo
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Abstract
本发明涉及用于改善混合动力车辆制动特性的一种装置和一种对应的方法。说明一种用于车辆的控制单元。所述车辆具有电机,所述电机设计用于,在车辆的多个车轮轴的第一车轮轴上引起拖曳力矩。所述车辆此外具有摩擦制动器,所述摩擦制动器设计用于,在所述多个车轮轴的可摩擦制动的车轮轴上引起摩擦力矩。所述控制单元设计用于,识别由电机在第一车轮轴上引起的拖曳力矩的降低。此外,所述控制单元设计用于,支配摩擦制动器,通过在可摩擦制动的车轮轴上产生附加的摩擦力矩至少部分地补偿由电机引起的拖曳力矩的降低。
Description
技术领域
本发明涉及用于改善包括电驱动装置的车辆、尤其是混合动力车辆的制动特性的一种装置和一种对应的方法。
背景技术
混合动力车辆具有内燃机和电机。电机可以运行以用于驱动车辆(作为电动机)和用于产生电能(作为发电机)。在发电机运行中进行所谓的能量回收,即将车辆的动能转换成电能。所述能量回收导致车辆的减速或制动。
因此混合动力车辆具有多个可以有助于车辆减速的分量。所述分量包括车辆的内燃机的拖曳力矩、车辆的电机的拖曳力矩、能量回收的减速作用和/或基于车辆的一个或多个车轮制动器(也称为摩擦制动器)的减速。
明内容
在该车辆中说明一种方法和一种对应的装置,其能够借助所述多个减速分量为车辆的驾驶员实现对车辆减速的精确控制。尤其是能够实现包括电机的车辆的稳定的制动特性。
按照一方面说明一种用于车辆的控制单元。所述车辆可以包括双辙的(例如载客汽车或载货车)或单辙的车辆(例如摩托车)。所述车辆可以具有电机,所述电机设计用于,使车辆的多个车轮轴的第一车轮轴驱动和/或减速(即施加驱动力矩和/或减速力矩)。典型地车辆具有前桥和后桥,并且至少一个所述轴可以由电机驱动和/或减速。所述车辆此外具有至少一个摩擦制动器,所述摩擦制动器设计用于,在所述多个车轮轴的可摩擦制动的车轮轴上引起摩擦力矩。所述摩擦制动器可以包括液压的制动器。此外,所述摩擦制动器可以安装在车辆的车轮上。可摩擦制动的车轮轴可以与第一车轮轴一致,即电机的拖曳力矩(即减速或制动力矩)和摩擦制动器的摩擦力矩可以作用在相同的车轮轴上。
此外,所述车辆可以具有内燃机,所述内燃机设计用于,在所述多个车轮轴之一上引起内燃机拖曳力矩。因此所述车辆可以是混合动力车辆。车辆的减速因此可以通过摩擦制动器引起的摩擦力矩、通过由电机引起的拖曳力矩和/或通过内燃机拖曳力矩引起。
控制单元设计用于,识别由电机在第一车轮轴上引起的拖曳力矩的降低和/或消失。尤其是可以确定,所有由电机引起的拖曳力矩消失。此外可以确定,发生由电机在第一车轮轴上引起的拖曳力矩的降低或消失,并且在此,车辆状态(尤其是车辆的制动踏板的偏转和/或车辆的变速器的调整和/或车辆的油门的操纵)保持未改变。由电机在第一车轮轴上引起的拖曳力矩的降低或消失可能导致车辆的不希望的“除去制动”。换句话说,由电机在第一车轮轴上引起的拖曳力矩的降低可以导致车辆的减速的降低。车辆减速的这样的降低典型地被车辆的驾驶员感觉为不愉快。
所述车辆例如可以具有离合器,以便将电机与第一车轮轴耦联或从第一车轮轴解耦。控制单元于是可以设计用于,确定离合器打开,并且由此识别由电机在第一车轮轴上引起的拖曳力矩的降低或消失。
替代或补充地,所述车辆可以具有用于提供驱动电机用的电能和/或用于存储通过电机产生的电能的蓄电池。所述蓄电池可以是高压蓄电池(例如在300V的范围中)。所述控制单元可以设计用于识别蓄电池已达到或超过预定义的充电状态,以便识别由电机在第一车轮轴上引起的拖曳力矩的降低或消失。尤其是可以确定,蓄电池不再可以接纳更多电能,并且因此取消通过电机的能量回收。通过能量回收的取消典型地也取消与能量回收关联的能量回收拖曳力矩。
控制单元设计用于,支配摩擦制动器,通过在可摩擦制动的车轮轴上产生附加的摩擦力矩至少部分地(必要时也完全)补偿由电机引起的拖曳力矩的降低。尤其是可以通过在可摩擦制动的车轮轴上产生附加的摩擦力矩至少部分地(必要时也完全)补偿由电机引起的拖曳力矩的消失。可以进行所消失的由电机引起的拖曳力矩的50%、60%、70%、80%、90%或更多的补偿。
由电机在第一车轮轴上引起的拖曳力矩可以引起车辆的第一减速。换句话说,由电机在第一车轮轴上引起的拖曳力矩可以引起车辆的减速的第一份额。附加地由摩擦制动器产生的摩擦力矩可以引起车辆的减速,该减速至少部分地对应于第一减速。换句话说,所述附加地由摩擦制动器产生的摩擦力矩可以引起车辆的减速的如下份额,所述份额至少部分地(例如90%或更多)对应于减速的第一份额。
因此电机的降低的或消失的减速分量可以通过摩擦制动器的对应的减速分量补偿。由此可以避免车辆的不希望的“除去制动”。
控制单元可以设计用于,检测车辆的制动踏板偏转。此外控制单元可以设计用于,除了所述附加地由摩擦制动器产生的摩擦力矩,支配摩擦制动器,根据制动踏板的偏转在可摩擦制动的车轮轴上引起标准摩擦力矩。换句话说,所述附加地由摩擦制动器产生的摩擦力矩(用于补偿电机拖曳力矩的消失)可以独立于摩擦制动器的根据制动踏板的偏转而产生的标准摩擦力矩。尤其是当没有进行制动踏板的操纵(亦即当不存在制动踏板的偏转)时,也可以支配附加地由摩擦制动器产生的摩擦力矩。
所述控制单元可以设计用于,确定车辆状态。车辆状态例如可以包括车辆的行驶速度和/或制动踏板的偏转。控制单元可以设计用于,基于预定义的特征数据,对于所确定的车辆状态确定参考拖曳力矩。换句话说,借助预定义的特征数据和借助所确定的车辆状态可以确定参考拖曳力矩。所述预定义的特征数据可以存储在车辆的存储单元上。所述控制单元可以设计用于访问存储单元。
预定义的特征数据可以表明用于不同的车辆状态的参考拖曳力矩。在此用于确定的车辆状态,参考拖曳力矩示出用于所述确定的车辆状态的由电机引起的拖曳力矩。换句话说,所述预定义的特征数据可以对于不同的车辆状态表明由电机引起的拖曳力矩。由电机引起的拖曳力矩尤其是可以与车辆的行驶速度和/或车辆的制动踏板的偏转有关。因此特征数据可以包括对于不同的行驶速度和/或对于制动踏板的不同偏转的参考拖曳力矩。所述预定义的特征数据可以根据实验确定。
所述控制单元可以设计用于,基于用于所确定的车辆状态的所确定的参考拖曳力矩确定在可摩擦制动的车轮轴上的附加的摩擦力矩。尤其是通过一个或多个摩擦制动器产生的附加的摩擦力矩可以对应于所确定的参考拖曳力矩,以便这样补偿由电机引起的拖曳力矩的降低或消失。
由电机引起的拖曳力矩可以包括拖曳能量回收份额,所述拖曳能量回收份额通过电动机(在发电机运行中)在不操纵制动踏板的情况下也产生。此外由电机引起的拖曳力矩可以具有制动能量回收份额,所述制动能量回收份额与制动踏板的偏转有关。
按照另一个方面说明用于车辆减速的方法。所述车辆具有用于对车辆的多个车轮轴的第一车轮轴驱动和/或减速或制动的电机。此外所述车辆具有摩擦制动器,其设计用于,在所述多个车轮轴的可摩擦制动的车轮轴上引起摩擦力矩。所述方法例如可以由车辆的控制单元(例如电动机控制器)实施。所述方法包括识别由电机在第一车轮轴上引起的拖曳力矩的降低。此外所述方法包括:支配摩擦制动器,通过在可摩擦制动的车轮轴上产生附加的摩擦力矩至少部分地补偿由电机引起的拖曳力矩的降低。
按照另一个方面,说明一种软件(SW)程序。所述SW程序可以设计用于在处理器上实施,并且由此实施在该文件中所述的方法。
按照另一个方面说明存储介质。所述存储介质可以具有SW程序,所述SW程序设计用于在处理器上实施并且由此实施在本文件中所述的方法。
要注意,在本文件中所述的方法、装置和***可以不仅单独地而且结合其他在本文件中所述的方法、装置和***使用。此外在本文件中所述的方法、装置和***的每一方面都可以以多样化的方式相互组合。尤其是权利要求的特征可以以多样化的方式相互组合。
附图说明
此外借助实施例进一步说明本发明。图中:
图1示出示例性的车辆的框图;
图2a、2b、2c和2d示出负的车轮力矩的示例性的合成;以及
图3示出用于具有电机的车辆的减速的示例性的方法的流程图。
具体实施方式
如开头所述,本文件涉及具有电驱动装置的车辆、尤其是混合动力车辆的减速。混合动力车辆具有多个构件,所述构件可以用于对车辆减速或制动。图1示出示例性的车辆100(例如载客汽车、载货车或摩托车)的框图。车辆100具有可以由车辆100的驾驶员占据的驾驶员位置106,以便控制车辆100。从驾驶员位置106例如可以操纵制动踏板103和/或油门(未绘出),以便使车辆100减速或加速。制动踏板103的操纵典型地导致操纵车轮制动器(也称为摩擦制动器)110,所述车轮制动器在车辆100的车轮109上引起摩擦,并且由此引起车辆100的减速。
此外车辆100典型地具有内燃机102,所述内燃机可以经由变速器101驱动车辆100的车轮轴107并且借此可以驱动车辆100的车轮109。在相反情况中,内燃机102可以经由变速器101通过车辆100的车轮轴107驱动(尤其是当车辆100油门未***纵,并且此外挂入挡位时)。内燃机102于是产生拖曳力矩,通过所述拖曳力矩使车辆100减速。由内燃机102引起的拖曳力矩可以由驾驶员通过车辆100的挡位选择杆104调整。尤其是可以通过挡位选择杆104改变变速器101的传动比并且借此改变内燃机102的拖曳力矩的大小。
此外车辆100具有电机108。在所描述的示例中,电机108设计用于,驱动车辆100的车轮轴107。例如可以在操纵油门时将电机108作为电动机运行,以便驱动车轮轴107。另一方面可以在操纵制动踏板103时将电机108作为发电机运行,以便将车辆100的动能转变为电能(能量回收)。获得的电能典型地存储在蓄电池111(例如大约300V或更高的高压蓄电池)中。通过将电机108作为发电机运行,在车轮轴107上引起制动能量回收力矩,车辆100通过所述制动能量回收力矩减速。此外电机108的驱动装置在没有能量回收的情况下也通过车轮轴107造成电机的拖曳能量回收力矩,通过所述拖曳能量回收力矩使车辆100减速。电机108的制动能量回收力矩和/或拖曳能量回收力矩在本文件中也称为由电机108引起的拖曳力矩。
如在图1中示出的,电机108可以通过离合器112与车轮轴107分开或与车轮轴107耦联。通过离合器112可以按照需要切断电机108的制动能量回收力矩和拖曳能量回收力矩(例如以便在低的转速时降低内燃机102的负载)。
车辆100具有控制单元105(例如作为电动机控制器的部分)。控制单元105设计用于,例如在由驾驶员的控制输入方面接收一个或多个控制信号。所述一个或多个控制信号例如包括制动踏板103的操纵、油门的操纵和/或挡位选择杆104的操纵。此外控制单元105设计用于,根据所述一个或多个控制信号控制内燃机102、变速器101、离合器112和/或电机108。尤其是可以在操纵油门时提高内燃机102和/或电动机108的转速。另一方面可以在操纵制动踏板103时引起电机108的能量回收运行和/或摩擦制动器110的操纵。
在本文件中说明一种方法,通过所述方法可以改善具有电机108的车辆100的制动特性。图2a示出在如下情况中减速力矩210到车轮轴107上的示例性的合成,在所述情况中(通过摩擦制动器110)不进行摩擦力矩并且(通过电机108)不进行制动能量回收。所合成的减速力矩210作为车辆速度201的函数示出。当车辆100的驾驶员既不操纵制动踏板103也不操纵油门,但挂入挡位(即在内燃机102和车轮轴107之间存在连接)时,则典型地存在图2a中的情况。在该情况中,全部减速力矩210典型地由内燃机102的拖曳力矩211和电机108的拖曳力矩212(即拖曳能量回收力矩)合成。
如果现在附加地进行制动踏板103的操纵,则全部减速力矩210通过其他的分量或份额提高。这在图2b中示出。全部减速力矩210通过制动能量回收力矩213(所述制动能量回收力矩通过电机108引起)和/或通过摩擦力矩214(所述摩擦力矩通过一个或多个摩擦制动器110引起)而提高。控制单元105可以设计用于,根据驱动装置102、108的已经存在的拖曳力矩211、212确定制动能量回收力矩213的水平和/或摩擦力矩214的水平,从而产生对应于制动踏板103的偏转的全部减速力矩210。换句话说,能量回收力矩213的水平和/或摩擦力矩214的水平可以由控制单元105根据所述一个或多个检测的控制信号并且根据驱动装置102、108的已经存在的拖曳力矩211、212确定。
如在图2a和2b中示出的那样,在混合动力车辆中车辆100的纵向减速在驱动装置102、108的拖曳情况中由内燃机102的摩擦力矩211和由作为发电机运行的电机108的附加的拖曳能量回收力矩212所合成(图2a)。在制动情况中,所述纵向减速由内燃机102的摩擦力矩211、电机108的拖曳能量回收力矩212、电机108的制动能量回收力矩213和制动摩擦力矩214合成。
基于不同的原因,尤其是在制动情况中可能发生通过电机108的拖曳能量回收212和制动能量回收213的消失。例如可能基于驱动装置退化(Antriebsdegradation)(电机退化)或基于充满的高压蓄能器111而使通过电机108引起的拖曳力矩212、213消失。例如可能在相对低的行驶速度201(接近停止运转)时降低或减弱(例如通过借助离合器112对电机108解耦)拖曳能量回收功率,以便降低用于内燃机102的负载(并且借此避免内燃机102的“停止”)。
通过电机108引起的拖曳力矩212、213的减弱或消失在图2c中通过加阴影线的面215示出。如在图2c中示出的那样,拖曳力矩212、213的消失导致车辆100的全部减速力矩210的降低,这导致,车辆100在主观上被“除去制动”。换句话说,全部减速力矩210通过由电机108引起的拖曳力矩212、213的消失而导致车辆100的减速的降低,所述减速的降低由车辆100的驾驶员典型地感觉为不愉快。
在本文件中提出,通过附加的摩擦制动分量216补偿减速210的消失的份额212、213,从而产生对应于没有消失份额212、213的情况的全部减速210。这在图2d中通过附加的摩擦制动分量216(加方格的面)示出。通过所述一个或多个摩擦制动器109附加地要施加的摩擦制动力矩216可以基于预定义的力矩特征曲线212、213(即基于预定义的特征数据)来确定。力矩特征曲线212、213可以对于不同的车辆速度201给出(对于车辆100)典型的拖曳能量回收力矩212和制动能量回收力矩213。所述力矩特征曲线212、213可以根据实验确定并且存储在车辆100的存储单元中。控制单元105因此可以设计用于,当识别到通过电机108引起的拖曳力矩212、213消失时,根据当前的车辆速度201确定由摩擦制动器109附加地要施加的摩擦制动力矩216。
通过补偿消失的通过电机108引起的拖曳力矩212、213(尤其是在制动情况中)改善车辆100的制动特性,这是因为没有发生车辆100的不愉快的“除去制动”。尤其是通过电机108引起的拖曳力矩212、213的消失对于驾驶员保持未被察觉。由此也可以提高车辆100的安全性,因为可以避免驾驶员对车辆100感觉到“除去制动”而做出反应的欠考虑的行为。此外,在本文件中提出的对通过电机108引起的拖曳力矩212、213的消失的补偿引起混合动力车辆100的制动***接近于没有电驱动装置的常规车辆的制动***。
图3示出用于车辆100的减速的示例性的方法300的流程图。车辆100具有用于驱动或用于制动第一车轮轴107的电机108。第一车轮轴107可以是车辆100的多个车轮轴(例如后桥和前桥)的一个车轮轴。车辆100此外具有摩擦制动器,所述摩擦制动器设计用于,在所述多个车轮轴的可摩擦制动的车轮轴107上引起摩擦力矩214、216。可摩擦制动的车轮轴可以是第一车轮轴(例如车辆100的后桥和/或前桥)。换句话说,由电机108引起的拖曳力矩可以如由摩擦制动器引起的摩擦力矩那样作用在相同的车轮轴上。
所述方法300包括,识别301由电机108在第一车轮轴107上引起的拖曳力矩212、213的消失或降低。所述消失和/或降低例如可能通过电机108从第一车轮轴107解耦和/或通过充满电的蓄电池111引起。所述方法300此外包括:支配302摩擦制动器110;通过在可摩擦制动的车轮轴107上产生附加的摩擦力矩216至少部分地补偿由电机108引起的拖曳力矩212、213的消失或降低。由此确保,在拖曳力矩212、213消失或降低时也进行车辆100的均匀且稳定的制动过程。
本发明不局限于示出的实施例。尤其是要注意,说明书和附图应该只阐明所提出的方法、装置和***的原理。
Claims (10)
1.用于车辆(100)的控制单元(105),其中,所述车辆(100)具有电机(108),所述电机设计用于,在所述车辆(100)的多个车轮轴的第一车轮轴(107)上引起拖曳力矩(212、213),其中,车辆(100)具有摩擦制动器(110),所述摩擦制动器设计用于,在所述多个车轮轴的可摩擦制动的车轮轴上引起摩擦力矩(214、216),其中控制单元(105)设计用于,
—识别由电机(108)在第一车轮轴(107)上引起的拖曳力矩(212、213)的降低;并且
—支配摩擦制动器(110),通过在可摩擦制动的车轮轴上产生附加的摩擦力矩(216)至少部分地补偿由电机(108)引起的拖曳力矩(212、213)的降低。
2.按照权利要求1所述的控制单元(105),其中,
—控制单元(105)设计用于,识别由电机(108)在第一车轮轴(107)上引起的拖曳力矩(212、213)的消失;
—由电机(108)在第一车轮轴(107)引起的拖曳力矩(212、213)造成车辆(100)的第一减速;并且
—附加地由摩擦制动器(109)产生的摩擦力矩(216)引起车辆(100)的减速,所述减速至少部分地对应于第一减速。
3.按照权利要求1或2所述的控制单元(105),其中所述控制单元(105)设计用于,
—检测车辆(100)的制动踏板(103)的偏转;并且
—除了所述附加地由摩擦制动器(109)产生的摩擦力矩(216),支配摩擦制动器(110),根据制动踏板(103)的偏转在可摩擦制动的车轮轴上引起标准摩擦力矩(214)。
4.按照权利要求1或2所述的控制单元(105),其中,控制单元(105)设计用于,
—确定车辆状态;
—基于预定义的特征数据,确定用于所确定的车辆状态的参考拖曳力矩;其中,所述预定义的特征数据表明用于不同的车辆状态的参考拖曳力矩;其中,用于确定的车辆状态的参考拖曳力矩表明用于所述确定的车辆状态的由电机(108)引起的拖曳力矩(212、213);并且
—基于用于所确定的车辆状态的所确定的参考拖曳力矩,确定在可摩擦制动的车轮轴上的附加的摩擦力矩(216)。
5.按照权利要求4所述的控制单元(105),其中,
—所述车辆状态包括车辆(100)的行驶速度(201);并且
—所述特征数据包括用于不同的行驶速度(201)的参考拖曳力矩。
6.按照权利要求4所述的控制单元(105),其中,
—所述车辆状态包括车辆(100)的制动踏板(103)的偏转;并且
—由电机(108)引起的拖曳力矩(212、213)具有与制动踏板(103)的偏转有关的制动能量回收份额(213)。
7.按照权利要求1或2所述的控制单元(105),其中,
—车辆(100)具有离合器(112),以便将电机(108)与第一车轮轴(107)耦联或从第一车轮轴(107)解耦;并且
—控制单元(105)设计用于,识别离合器(112)打开,以便识别由电机(108)在第一车轮轴(107)上引起的拖曳力矩(212、213)的降低。
8.按照权利要求1或2所述的控制单元(105),其中,
—车辆(100)具有用于提供驱动电机(108)用的电能和用于存储通过电机(108)产生的电能的蓄电池(111);并且
—控制单元(105)设计用于,识别蓄电池(111)已达到或超过预定义的充电状态,以便识别由电机(108)在第一车轮轴(107)上引起的拖曳力矩(212、213)的降低。
9.按照权利要求1或2所述的控制单元(105),其中,车辆(100)此外具有内燃机(102),所述内燃机设计用于,在多个车轮轴之一上引起内燃机拖曳力矩(211)。
10.用于使车辆(100)减速的方法(300),其中,车辆(100)具有电机(108),所述电机设计用于,在车辆(100)的多个车轮轴的第一车轮轴(107)上引起拖曳力矩(212、213),其中,车辆(100)具有摩擦制动器(110),所述摩擦制动器设计用于,在所述多个车轮轴的可摩擦制动的车轮轴上引起摩擦力矩(214、216),其中,所述方法(300)包括:
—识别(301)由电机(108)在第一车轮轴(107)上引起的拖曳力矩(212、213)的降低;并且
—支配(302)摩擦制动器(110),通过在可摩擦制动的车轮轴上产生附加的摩擦力矩(216)至少部分地补偿由电机(108)引起的拖曳力矩(212、213)的降低。
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