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EP4072889A1 - Procédé de régulation d'un essieu moteur d'un véhicule automobile et véhicule automobile - Google Patents

Procédé de régulation d'un essieu moteur d'un véhicule automobile et véhicule automobile

Info

Publication number
EP4072889A1
EP4072889A1 EP19831600.2A EP19831600A EP4072889A1 EP 4072889 A1 EP4072889 A1 EP 4072889A1 EP 19831600 A EP19831600 A EP 19831600A EP 4072889 A1 EP4072889 A1 EP 4072889A1
Authority
EP
European Patent Office
Prior art keywords
motor vehicle
wheel
slip
axle
actual
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
EP19831600.2A
Other languages
German (de)
English (en)
Inventor
Gerd Kaiser
Enrique Cordero
Volker-René RUITERS
Marius OFFENBERG
Rudolf FITZ
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.)
GKN Automotive Ltd
Original Assignee
GKN Automotive Ltd
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 GKN Automotive Ltd filed Critical GKN Automotive Ltd
Publication of EP4072889A1 publication Critical patent/EP4072889A1/fr
Pending legal-status Critical Current

Links

Classifications

    • 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
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/12—Limiting control by the driver depending on vehicle state, e.g. interlocking means for the control input for preventing unsafe operation
    • 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, spinning or 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • 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
    • B60W2510/0661—Torque change rate
    • 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
    • B60W2510/20—Steering systems
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/26—Wheel slip
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/26—Wheel slip
    • B60W2520/266—Slip values between left and right wheel
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/28—Wheel speed
    • 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/201—Dimensions of vehicle
    • 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
    • B60W2540/18—Steering angle
    • 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
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque
    • B60W2710/0672—Torque change rate
    • 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
    • B60W2710/083—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
    • B60W2710/083—Torque
    • B60W2710/085—Torque change rate
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/28—Wheel speed
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/30—Wheel 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
    • 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
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18145—Cornering

Definitions

  • the invention relates to a method for regulating at least one driven axle of a motor vehicle. At least one wheel is arranged on the axle and is in contact with a surface with respect to which the motor vehicle is or is moved.
  • the wheels of a driven axle should ideally have no (or very little) slip with respect to the ground, so that grip or grip is guaranteed at all times if possible. From a technical point of view, there is also a certain amount of slip during normal driving (braking, acceleration), which is caused by the deformation of the tires. However, this is not considered here. At certain operating points of a motor vehicle and / or a drive unit, however, it may be permissible and, in particular, even wanted for a wheel or the wheels of the axle to slip in a controlled manner (i.e. not exclusively caused by deformation of the tires but rather by the tire or wheel spinning with respect to the subsurface) so that controllable drifting of the vehicle can be achieved.
  • a controlled manner i.e. not exclusively caused by deformation of the tires but rather by the tire or wheel spinning with respect to the subsurface
  • Monitoring of the slip is particularly useful in the case of electrical drive units that can provide a drive torque with a high rate of change to drive the axle or drive the at least one wheel.
  • a method for regulating at least one driven axle of a motor vehicle has at least one axle with at least one wheel and at least one drive unit for providing drive torque for the at least one axle and for the at least one wheel and a control unit for regulating the drive unit.
  • the method is carried out during operation of the motor vehicle and comprises at least the following steps: a) determining a first actual speed of the motor vehicle; b) determining a second actual speed of the at least one wheel; c) calculating a setpoint speed of the at least one wheel for the determined first actual speed, taking parameters into account; d) determining an actual slip of the at least one wheel with respect to a surface on which the motor vehicle is moved; wherein, if the actual slip exceeds a defined first limit slip, according to step e) the control unit generates a limit torque through which a drive torque generated by the drive unit is adjusted, e.g. B. is limited.
  • Step e) is particularly conditional and, if necessary, is only carried out if the actual slip determined in accordance with step d) exceeds a defined first limit slip.
  • steps a) to d), possibly steps a) to e), are carried out in the order listed.
  • the motor vehicle can have one or more axles.
  • the method can be carried out for one, several or all driven axes.
  • the at least one axle can comprise one wheel or a plurality of wheels.
  • the wheels of an axle are arranged at different ends of the axle.
  • a drive torque of the drive unit is transmitted to the at least one wheel via the axle.
  • the method regulates the drive torque transmitted from the drive unit to the at least one wheel.
  • the drive unit is controlled directly, ie the drive unit and the drive torque generated by it are controlled by the method.
  • a drive torque generated by the drive unit should not exceed a limit torque generated by the control unit.
  • the first actual speed of the motor vehicle is the currently prevailing speed of the motor vehicle in relation to the ground on which the motor vehicle is located or which is contacted by the at least one wheel.
  • the second actual speed of the at least one wheel is the current speed of the wheel or is correlated to it.
  • the (first and / or second) actual speed can in a known manner, for. B. can be determined using speed sensors.
  • the setpoint speed of the at least one wheel can in particular be determined from the first actual speed.
  • the setpoint speed of the at least one wheel is the rotational speed of the wheel to be assumed taking into account the first actual speed or is correlated to it.
  • the target speed corresponds in particular to the second actual speed of the wheel if there were no slip between the wheel and the ground.
  • parameters must be taken into account when determining the target speed, e.g. B. the geometry of the motor vehicle (i.e., for example, the distance between the wheels and a longitudinal axis of the motor vehicle, a steering angle of the wheels in relation to a straight-ahead position, etc.).
  • the parameters are intended to ensure that an actual slip to be determined can be determined with a high degree of accuracy.
  • Factors that lead to a deviation e.g. B. would lead between the first actual speed and the second actual speed, even if there is no slip, should be identified and taken into account and, if necessary, compensated.
  • Such a factor could e.g. B. represent cornering in a four-wheeled, two-axle motor vehicle, as this would mean that the wheel on the outside of the curve would have to cover a longer distance.
  • an actual slip of the at least one wheel can be determined or calculated from the deviation between the setpoint speed and the second actual speed.
  • the actual slip describes the spinning of the wheel against the ground that the wheel is in contact with.
  • the actual slip is the difference between the second actual speed and the target speed of the wheel, i.e. a speed or a rotational speed that is correlated to it.
  • the defined first limit slip is a value for a slip of the wheel that is just considered to be permissible.
  • the first limit slip can be defined as a function of operating points of the drive unit or of operating points of the motor vehicle.
  • the first limit slip can have specific values for specific first actual speeds of the motor vehicle.
  • the first limit slip can be dependent on driving conditions (cornering, starting, Acceleration, braking, drifting, etc.), coefficients of friction between the wheel and the ground and / or driving modes that can be selected by the driver (terrain, road, eco, comfort, sport, etc.) must be defined.
  • the first limit slip is greater than a small first slip, which is still considered to be permissible.
  • the first limit slip is smaller than a large second slip which, if possible, should not be exceeded at any point in time.
  • step e) is only carried out if the large second slip is to be expected to be exceeded. If it is not expected to be exceeded, the drive torque of the drive unit in particular does not have to be checked or regulated and limited or, if necessary, only as part of a “soft” regulation.
  • step e) ensures that the large second slip is not exceeded at any point in time.
  • the drive unit is regulated in such a way that a drive torque requested by a user (e.g. driver, cruise control, device for autonomous driving) of the motor vehicle is not provided.
  • the drive unit should in particular be regulated in such a way that, on the one hand, the user's requirement is taken into account, i.e. that the drive torque is regulated in particular towards the desired drive torque, on the other hand, however, a slip is only permitted below the large second slip.
  • the method should in particular make it possible to use a drive unit that drives the at least one axle or the at least one wheel regulate that the at least one wheel spins very little (or in a controlled manner) with respect to the ground.
  • a drive unit that drives the at least one axle or the at least one wheel regulate that the at least one wheel spins very little (or in a controlled manner) with respect to the ground.
  • the first actual speed of the motor vehicle is determined, taking into account the first limit slip is defined.
  • the second actual speed and a first acceleration of the at least one wheel can also be determined.
  • z. B When driving fast, tight bends and with an axle load distribution on the axle, only the wheel on the outside of the curve of the axle under consideration is taken into account for determining the second actual speed.
  • the target speed of the wheel can be based on the parameters, so z. B. the geometry of the motor vehicle and the steering wheel angle can be calculated.
  • the control unit As soon as the at least one wheel and / or the axle spins or reaches a certain slip (actual slip is greater than the first limit slip), the control unit becomes active and generates a limit torque.
  • a limit torque is initially generated by the control unit, which was defined taking into account the first acceleration and the currently present drive torque.
  • This initially defined limit torque can in particular be increased or decreased within the framework of defined rates of change, the operating state of the wheel or the axle being taken into account.
  • This state is defined by the first acceleration and the actual slip of the wheel or axle.
  • step e) can be ended again.
  • the rates of change for changing the limit torque should be defined in particular taking into account the present drive train and should in particular be selected so that they allow the best possible comfort for the user of the motor vehicle while at the same time adequately limiting the slip.
  • the slip should therefore be returned to the permissible limits or kept there as quickly as possible (i.e. less than the large second slip).
  • abrupt changes in the torque should be avoided if possible.
  • the method can in particular be carried out both for acceleration with a positive sign (that is to say towards higher speeds) and with a negative sign (that is to say towards lower speeds, for example during recuperation).
  • the first limit slip is determined as a function of the first actual speed.
  • the first limit slip thus has different values, in particular for different first actual speeds.
  • the value for the first limit slip is higher at higher first actual speeds than at low first actual speeds.
  • step e) the generation of a limit torque according to step e) is ended.
  • the torque requested by the user of the motor vehicle can then be generated by the drive unit and transmitted to the at least one wheel or the at least one axle.
  • the second limit slip can be the same as the first limit slip.
  • the second limit slip is less than the first limit slip.
  • the second limit slip can also be zero (apart from the slip mentioned at the beginning, which is caused by the deformation of the tires), i.e. H. there is then no spinning of the wheel with respect to the ground.
  • a first acceleration of the at least one wheel is determined, the limit torque being changed at a rate of change, taking into account the first acceleration and the drive torque.
  • the first acceleration can be, for. B. calculated from characteristic values of the drive unit by the control unit or determined or derived from sensor signals.
  • conclusions can be drawn about the first acceleration from the change in a rotational speed of the axle or of the wheel.
  • the rate of change particularly refers to the speed at which a value for the limit torque is changed.
  • the rate of change can e.g. B. expressed in Newton meters per second.
  • the rate of change is determined as a function of the actual slip and a sign of the first acceleration (that is, braking or accelerating the wheel).
  • the rate of change is different as a function of these characteristic values (actual slip, sign of the first acceleration).
  • the rate of change has larger values for a high actual slip and lower values for a lower actual slip.
  • the rate of change can have the same amounts (but different signs) for the respective actual slip.
  • the rate of change can have constant values for certain ranges of values of the actual slip.
  • the rate of change can therefore be variable in steps.
  • the drive unit comprises at least one electrical machine.
  • the method described is particularly suitable for such drive units.
  • the drive torque generated can be changed very quickly, so that slip can easily occur over the entire speed range.
  • the present method is intended to be used in drive trains in which electrical machines are used to provide drive torque.
  • the drive unit is directly connected to the axle.
  • no clutch regulating slip (at the necessary speed) is arranged between the drive unit and the axle.
  • the drive unit is connected to the axle via a transmission.
  • a clutch is arranged between the transmission and the drive unit.
  • this clutch is also not suitable for regulating the slip of the axle or of the at least one wheel at the required speed.
  • the axle has at least two wheels, the actual speed of the wheel on the outside of the curve being determined as the second actual speed when the motor vehicle is cornering and when the motor vehicle accelerates positively second.
  • the other wheel should be considered during recuperation or a possible understeer intervention.
  • adhesion or controlled slip of the wheel on the outside of the curve of the driven axle is required for stable operation or for controllable travel of the motor vehicle and is therefore particularly taken into account here.
  • slippage of the wheel on the inside of the curve can also not be desired and therefore be taken into account.
  • the axle has at least two wheels, with at least the actual speed of the wheel on the inside of the curve being determined as the second actual speed when the motor vehicle is cornering and when the motor vehicle is undergoing a negative second acceleration (e.g. recuperation).
  • several wheels are taken into account for the determination of the second actual speed, so that an actual slip on several or even on all wheels of the driven axle (s) can be monitored.
  • at least one geometry of the motor vehicle and a steering angle of the wheels are taken into account as parameters.
  • a motor vehicle is also proposed, at least comprehensively • an axle with at least one wheel as well
  • a drive unit for providing a drive torque for the axle and for the at least one wheel as well
  • the control device is designed or set up in a suitable manner for carrying out the method.
  • a control device is also proposed that is equipped, configured or programmed to carry out the described method.
  • the method can also be carried out by a computer or with a processor of a control unit.
  • a system for data processing which comprises a processor which is adapted / configured in such a way that it carries out the method or part of the steps of the proposed method.
  • a computer-readable storage medium can be provided which comprises instructions which, when executed by a computer / processor, cause the latter to execute the method or at least some of the steps of the proposed method.
  • first”, “second”, ...) primarily (only) serve to differentiate between several similar objects, sizes or processes, so in particular no dependency and / or sequence of these objects, sizes o- the processes must be specified in relation to each other. Should a dependency and / or sequence be necessary, this is explicitly stated here or it is obvious to the person skilled in the art when studying the specifically described embodiment. If a component can occur several times (“at least one”), the description of one of these components can apply equally to all or part of the majority of these components, but this is not mandatory.
  • FIG. 2 a second diagram in which the curves of torques are shown over time
  • Fig. 5 a motor vehicle.
  • FIG. 1 shows a first diagram in which the curves of speed 7, 8, 9 and slip 10, 11, 17, 18, 19 over time 20 are shown.
  • FIG. 2 shows a second diagram in which curves of torques 5, 12, 21 over time 20 are shown.
  • FIGS. 1 and 2 are described jointly below.
  • the speeds 7, 8, 9 and the respective slips 10, 11, 17, 18, 19 are plotted on the vertical axis.
  • Time 20 is shown on the horizontal axis.
  • the torques 5, 12, 21 are plotted on the vertical axis.
  • Time 20 is plotted on the horizontal axis.
  • the first diagram and the second diagram correlate with one another, ie the respective courses are dependent on one another and are plotted over the same time scale.
  • the motor vehicle 2 is in operation and has a first actual speed 7 with respect to the ground.
  • the set speed 9 of the wheel 3 or the axle 1 corresponds to the first actual speed 7.
  • a course of the second actual speed 8 of the axis 1 is also shown.
  • the course of the second actual speed 8 differs significantly from the setpoint speed 7.
  • there is an actual slip 10 which is also shown by the course of the second actual speed 8.
  • a low first slip 17, a high second slip 18 and a first limit slip 11 and a second limit slip 19 are shown.
  • the second limit slip 19 corresponds to the first slip 17.
  • the proposed method attempts, in particular, to set the actual slip 10 to at most the first limit slip 11 during normal operation of the motor vehicle.
  • a drive torque 5 provided by the drive unit 4 is limited in certain operating points to the limit torque 12 generated by the method.
  • a drive torque 21 requested by a user of the motor vehicle 2, which is higher than the limit torque 12 is ignored and is currently not being generated in the drive unit 4. It can be seen from FIG. 1 that the first limit slip 11 exceeded and the second limit slip 19 has not yet fallen below again.
  • a limit torque 12 that could limit the requested drive torque 21 has not been generated.
  • the first limit slip 11 has not been exceeded so far or, after it has been exceeded, the second limit slip 19 has not been exceeded again.
  • the limit torque 12 is shown at operating points at which no limit torque 12 was generated by the method, with a constantly high value, ie. H. In these operating points, the limit torque is always higher than a drive torque 5 that can be provided by the drive unit 4.
  • the method prevents or attempts to prevent a high second slip 18 from being reached or exceeded.
  • a limit torque 12 is generated that the drive unit 4 is allowed to provide at most at certain operating points. If a high second slip 18 should nevertheless be exceeded, the torque provided by the drive unit 4 can, however, be reduced even more restrictively.
  • FIG. 3 A flow chart for the method is shown in FIG. 3. Reference is made to the statements relating to FIGS. 1 and 2.
  • the method is carried out while the motor vehicle 2 is in operation.
  • a occurs in the first field 23 in accordance with step a) Determination of a first actual speed 7 of motor vehicle 2.
  • a second actual speed 8 of at least one wheel 3 or axle 1 is determined in first field 23.
  • first field 23 is used a calculation of a setpoint speed 9 of the at least one wheel 3 for the determined first actual speed 7, taking parameters into account.
  • step d) an actual slip 10 of the at least one wheel 3 with respect to a surface on which the motor vehicle 2 is moved is also determined in the first field 23.
  • a first decision 28 as part of the method checks whether a limit torque 12 has been generated and is already present and whether this limit torque 12 is less than a drive torque 21 requested by a user.
  • a limit torque 12 is set according to the second field 24 as a function of the first acceleration 13 and the actual slip 10 of the wheel 3 or the axle 1 and the currently present drive torque 5 is defined and generated.
  • a second decision 29 checks whether an actual slip 10 is present that is higher than the first limit slip 11. If this is the case, a limit torque 12 is generated in third field 25. If this is not the case, the limit torque 12 is set in the fourth field 26 to a value which is higher than a drive torque 5 that can be provided by the drive unit 4.
  • the drive torque 5 of the drive unit 4 is specified that is generated and applied to the axis 1 or the at least one
  • Wheel 3 can be transferred. It is either a drive torque 5 limited by the limit torque 12 or an unlimited drive torque 5 that then corresponds to the drive torque 21 requested by the user.
  • the initially defined limit torque 12 can be increased or decreased within the framework of defined rates of change 14, the operating state of the wheel 3 or axle 1 being taken into account. This operating state is defined by the first acceleration 13 and the actual slip 10 of the wheel 3 or axle 1.
  • Step e) is only carried out if the large second slip 18 is expected to be exceeded or if the first limit slip 11 is exceeded (second decision 29 and towards the third field 25). If it is not to be expected that it will be exceeded, the drive torque 5 of the drive unit 4 does not have to be checked or regulated and limited. In this case, the method proceeds from the second decision 29 to the fourth field 26. In the fourth field 26, it is established that the limit torque 12 is set to a value that is higher than a drive torque 5 that can be provided by the drive unit 4.
  • FIG. 4 shows a diagram which shows different rates of change 14 as a function of slip 11, 17, 18, 19 and first acceleration 13 of wheel 3. Reference is made to the statements relating to FIGS. 1 to 3.
  • the slip 11, 17, 18, 19 is plotted on the vertical axis.
  • the first acceleration 13 is plotted on the horizontal axis. There are negative values of the first acceleration 13 to the left of the zero and positive values of the first acceleration 13 to the right of the zero.
  • the limit torque 12 generated when a certain actual slip 10 is present can be increased or decreased within the framework of defined rates of change 14, the operating state of the wheel 3 or axle 1 being taken into account.
  • a first acceleration 13 of the at least one wheel 3 is determined, the limit torque 12 being changed at a specific rate of change 14 taking into account the first acceleration 13 and the drive torque 5.
  • This operating state is defined by the first acceleration 13 and the actual slip 10 of the wheel 3 or axle 1.
  • the rates of change 14 for changing the limit torque 12 are selected such that they enable the best possible comfort for the user of the motor vehicle 2 while at the same time sufficiently limiting the actual slip 10.
  • the actual slip 10 should therefore be returned to the permissible limits or kept there as quickly as possible (i.e. lower than the big second slip 18).
  • abrupt changes in the drive torque 5 should be avoided as far as possible.
  • the method can be carried out both for a first acceleration 13 with a positive sign (that is to say towards higher speeds) and also with a negative sign (that is to say towards lower speeds, for example during recuperation).
  • the rate of change 14 denotes the speed at which a value for the limit torque 12 is changed.
  • the rate of change 14 may e.g. B. expressed in Newton meters per second.
  • the rate of change 14 is determined as a function of the actual slip 10 and a sign of the first acceleration 13 (that is to say braking or accelerating the wheel 3).
  • the rate of change 14 is different as a function of these characteristic values (actual slip 10, sign of the first acceleration 13).
  • different areas 30, 31, 32, 33, 34, 35, 36 are provided, each of which has its own constant value for the rate of change 14.
  • the rate of change 14 has larger values for a high actual slip 10 (e.g. first area 30 and second area 31 with first slip area 37) and for a lower actual slip 10 lower values (e.g. fifth area 34 and sixth area 35 with third slip area 39).
  • the rate of change 14 has the same amounts for both signs of the first acceleration 13 (seventh area 36 with fourth slip area 40).
  • the third area 32 and the fourth area 33 are arranged between the areas 30, 31 and the areas 34, 35 (with a mean actual slip 10, that is, with the second slip area 38).
  • the rate of change 14 thus has constant values in the specific areas 30, 31, 32, 33, 34, 35, 36.
  • the rate of change 14 is thus variable in steps.
  • the motor vehicle 2 comprises a driven axle 1 with two wheels 3, a non-driven axle 1 with two wheels 3 and a drive unit 4 for providing a drive torque 5 for the driven axle 1 and for the wheels 3
  • the motor vehicle 2 further comprises a control unit 6 for regulating the drive unit 4.
  • the control unit 6 is designed to be suitable for carrying out the method.
  • the drive unit 4 is directly connected to the axle 1.
  • the axle 1 has two wheels 3, the actual speed of the wheel 3 on the outside of the curve being determined as the second actual speed 8 when the motor vehicle 3 is cornering and when the second acceleration 15 of the motor vehicle 2 is positive.
  • a geometry of the motor vehicle 2 here, for example, the distance between the wheels 3 of an axle 1 and a steering angle 16 of the wheels 3 are taken into account as parameters.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Human Computer Interaction (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention concerne un procédé de régulation d'au moins un essieu moteur (1) d'un véhicule automobile (2), le véhicule automobile (2) comprenant au moins un essieu (1) comportant au moins une roue (3) ainsi qu'au moins une unité d'entraînement (4) destinée à fournir un couple d'entraînement (5) pour ledit au moins un essieu (1) et pour ladite au moins une roue (3) ainsi qu'un calculateur (6) destiné à la régulation de l'unité d'entraînement (4). Ledit procédé est mis en oeuvre pendant le fonctionnement du véhicule automobile (2) et comprend au moins les étapes suivantes consistant à : a) déterminer une première vitesse réelle (7) du véhicule automobile (2) ; b) déterminer une deuxième vitesse réelle (8) de ladite au moins une roue (3) ; c) calculer une vitesse théorique (9) de ladite au moins une roue (3) pour la première vitesse réelle déterminée (7) en tenant compte de paramètres ; d) déterminer un patinage réel (10) de ladite au moins une roue (3) par rapport à un sol d'infrastructure sur lequel le véhicule automobile (2) se déplace ; si le patinage réel (10) excède un premier patinage limite (11) défini, dans le cadre de l'étape e), le calculateur (6) génère un couple limite (11) par lequel le couple d'entraînement (5) produit par l'unité d'entraînement (4) est adapté.
EP19831600.2A 2019-12-11 2019-12-11 Procédé de régulation d'un essieu moteur d'un véhicule automobile et véhicule automobile Pending EP4072889A1 (fr)

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US (1) US12077172B2 (fr)
EP (1) EP4072889A1 (fr)
JP (1) JP2023505897A (fr)
CN (1) CN115151438A (fr)
WO (1) WO2021115580A1 (fr)

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JP2023505897A (ja) 2023-02-13
CN115151438A (zh) 2022-10-04
WO2021115580A1 (fr) 2021-06-17
US20230021794A1 (en) 2023-01-26

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