EP1802484A1 - Longitudinal dynamics control system in motor vehicles - Google Patents

Longitudinal dynamics control system in motor vehicles

Info

Publication number
EP1802484A1
EP1802484A1 EP05797774A EP05797774A EP1802484A1 EP 1802484 A1 EP1802484 A1 EP 1802484A1 EP 05797774 A EP05797774 A EP 05797774A EP 05797774 A EP05797774 A EP 05797774A EP 1802484 A1 EP1802484 A1 EP 1802484A1
Authority
EP
European Patent Office
Prior art keywords
vehicle speed
wheel torque
control system
dynamics control
longitudinal dynamics
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.)
Ceased
Application number
EP05797774A
Other languages
German (de)
French (fr)
Inventor
Peter Wanner
Andreas Pfeiffer
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke 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 Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP1802484A1 publication Critical patent/EP1802484A1/en
Ceased legal-status Critical Current

Links

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
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
    • B60K31/04—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling 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
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • 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
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • 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
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/105—Output 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
    • 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
    • B60W2520/30—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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/105—Output 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
    • 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
    • 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

Definitions

  • the invention relates to a longitudinal dynamics control system in motor vehicles.
  • driver assistance systems e.g. ACC - Adaptive Cruise Control - or a cruise control of any specification
  • the chain of action described above for the driver assistance system specification for the direction of the internal combustion engine, implementation of the specification by the internal combustion engine and the reaction of the transmission to this reaction has various effects which lead to the following disadvantages:
  • Pendulum circuits i. frequent return and upshifts within a short time. These can occur in particular at transitions between the plane and a slope or gradient.
  • a function module is provided by which a desired wheel torque curve predetermined for reaching the desired vehicle speed is determined, at least in a main section proportional to the reciprocal of the vehicle speed (see Switzerlandkrafthyperbeln) is given and which is output to possible control systems (eg, drive system and / or braking system) to implement the desired wheel torque curve.
  • possible control systems eg, drive system and / or braking system
  • the functional module is preferably designed such that at least the main portion of the desired wheel torque curve is selected between a maximum possible desired wheel torque curve and the wheel torque necessary for keeping the setpoint vehicle speed constant.
  • the desired wheel moment profile may be composed of a starting portion, a main portion and an end portion, wherein the initial portion and the end portion constitute finite gradient transition portions.
  • the starting point of the desired wheel torque curve is the necessary wheel torque for keeping constant the actual vehicle speed, preferably taking into account disturbing forces or driving resistances.
  • the end point of the desired wheel torque curve is the wheel torque necessary for keeping the setpoint vehicle speed constant, likewise preferably taking into account disturbing forces or driving resistances.
  • the invention is based on the following findings:
  • the drive system By converting the interface between the longitudinal dynamics control system (driver assistance system) and the drive system (consisting of any engine (eg., Internal combustion engine, hydrogen drive, electric motor, etc.) and possibly automatic transmission (or automated manual transmission)) on wheel torques, the drive system in advance determine which combination of gear specification and clutch torque specification best converts the instantaneous wheel torque specification.
  • the driver assistance system With a traction-force-controlled or wheel torque-controlled interface to the drive system, the driver assistance system generated a target specification in the form of a wheel torque or a desired wheel torque curve proportional to the reciprocal of the vehicle speed or according to the Switzerlandkrafthyperbeln already known from DE 101 17 162 A1.
  • the functional module according to the invention can be integrated, for example, in an electronic control unit assigned to the longitudinal dynamics control system, which communicates, for example, with an engine control unit and / or a transmission control unit.
  • the entirety of the functional modules in the control devices mentioned here can also be combined in a single central control unit or central computer.
  • the function modules communicate with each other. Further details for explaining the invention are shown in an embodiment of the invention. It shows
  • Fig. 1 shows a possible vehicle system network in which the functional module according to the invention is located and
  • Fig. 2 is a diagram for further explanation of the operation of the functional module according to the invention.
  • Fig. 1 is a possible vehicle system composite, consisting of a drive system 1, a brake system 2 and a driver assistance system 3 for longitudinal dynamics control represented.
  • the systems 1 to 3 each have, for example, an electronic control unit, which are usually connected to one another via data bus systems.
  • the functional module according to the invention is integrated, for example, in the control unit of the driver assistance system 3.
  • the driver assistance system 3 is intended to determine a setpoint wheel torque M ra d_soi ⁇ _g es amt required for achieving a predetermined higher desired vehicle speed v so that it is intended to act on the drive wheels R in the form of a desired pulling force.
  • the target vehicle speed Vsoii can z.
  • a desired speed V predetermined by the longitudinal dynamics control system can thus be the constant vehicle speed to be predetermined during a follow-up run, or a fictitious constant Vehicle speed (eg maximum possible vehicle speed) at an acceleration specification, eg. B. with a system according to the unpublished DE 102004016513, his.
  • the R to the wheels of a motor vehicle to be exerted setpoint wheel torque M r ad_soi ⁇ _gethese can basically d_soi ⁇ _ant ⁇ eb of a driving torque M RA and / or a braking torque M ra d_soi ⁇ _bremse exist.
  • a tensile force increase that is to say from a positive nominal drive torque, for which no braking torque is required.
  • a functional module in the control unit of the driver assistance system 3 makes a request to a controller of the drive system 1 made in which the setpoint wheel torque M r M ad_soi ⁇ _gefel ra is output d_soi ⁇ _antrieb as target driving torque.
  • the drive system 1 decides depending on further operating parameters, how this drive torque is set.
  • a possible target wheel torque curve M R is shown, which is required for an acceleration operation from a low actual vehicle speed v is to a higher target vehicle speed Vs o ii.
  • the desired wheel torque curve MR required to achieve the desired vehicle speed v so is determined, for example, with the following steps:
  • the target wheel moment profile M R is composed of an initial section A, a main section B and an end section C, the initial section A and the end section C representing finite gradient transition sections.
  • the starting point P1 of the desired wheel torque curve MR is the necessary wheel torque M1 for keeping constant the actual vehicle speed v ist , preferably also taking into account the driving resistance characteristic curve M F.
  • the end point P2 of the target wheel torque curve M R is the necessary wheel torque M2 for keeping the target vehicle speed constant
  • target wheel torque should also be understood to mean any size that is directly proportional to the wheel torque, such as the tractive force or the vehicle acceleration. What is essential is the hyperbolic setpoint, which is proportional to the reciprocal of the vehicle speed. The resulting vehicle behavior was found in tests to be particularly comfortable, since this corresponds to the expectations according to learned by experience physical conditions. Furthermore, the wheel torque reserve, as described above, as far as not fuel consumption or comfort requirements require limitation, as much as possible exploited in order to achieve a quick setting of the new target vehicle speed.
  • the invention improves the comfort and control speed of a driver assistance system for longitudinal dynamics control.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Regulating Braking Force (AREA)

Abstract

In the motor vehicle longitudinal dynamics control system according to the invention, used to set a new set vehicle speed starting from a real vehicle speed, a functional module is provided for determining a predetermined set wheel moment curve required for reaching a set vehicle speed, the set wheel moment curve being predetermined in at least one main section proportionally to the reciprocal value of the vehicle speed and being supplied to possible regulation systems for implementing the set wheel moment curve.

Description

Längsdynamiksteuersystem in KraftfahrzeugenLongitudinal dynamics control system in motor vehicles
Die Erfindung bezieht sich auf ein Längsdynamiksteuersystem in Kraftfahrzeugen.The invention relates to a longitudinal dynamics control system in motor vehicles.
Bei Kraftfahrzeugen mit Fahrerassistenzsystemen insbesondere zur Längsdynamiksteuerung, durch die eine vorgegebene Geschwindigkeit bzw. ein vorgegebener Abstand zum vorausfahrenden Fahrzeug konstant zu halten ist, sind bereits Verfahren bekannt, durch die ein Antriebssystem und/oder ein Radbremssystem zum Erreichen eine Soll- Fahrzeuggeschwindigkeit angesteuert werden. Diese Ansteuerung erfolgt vermehrt über die Ausgabe eines Soll-Radmoments (bzw. eines SoII- Summenradmoments oder einer Zugkraft). Zum technischen Hintergrund hinsichtlich einer möglichen Umsetzung von einem Soll-Radmoment (bzw. einem Zugkraftwunsch), das beispielsweise von einem Fahrerassistenzsystem als Anforderung an ein Antriebssystem ausgegeben werden kann, wird auf die DE 101 17 162 A1 hingewiesen. Das Antriebssystem besteht üblicherweise aus einem elektronisch gesteuerten Motor (z. B. Brennkraftmaschine) sowie aus einem Getriebe, das gegebenenfalls auch elektronisch steuerbar ist. Der vom Antriebssystem wirkende Anteil des Radmoments (Summenradmoments) ergibt sich demnach durch ein Motor- bzw. Brennkraftmaschinenmoment bei einer bestimmten Getriebeübersetzung.In motor vehicles with driver assistance systems, in particular for longitudinal dynamics control, by means of which a predefined speed or a predetermined distance to the vehicle ahead is to be kept constant, methods are already known by which a drive system and / or a wheel brake system are actuated to achieve a desired vehicle speed. This activation takes place increasingly via the output of a desired wheel torque (or a SoII summation wheel torque or a traction force). With regard to the technical background with regard to a possible conversion of a desired wheel torque (or a desired traction force), which can be output, for example, from a driver assistance system as a requirement to a drive system, reference is made to DE 101 17 162 A1. The drive system usually consists of an electronically controlled Engine (eg internal combustion engine) and from a transmission, which may also be controlled electronically. The proportion of the wheel torque (sum wheel torque) acting on the drive system accordingly results from an engine or engine torque at a specific gear ratio.
Heute realisierte Fahrerassistenzsysteme, z.B. ACC - Adaptive Cruise Control - oder ein Tempomat beliebiger Ausprägung, geben dem Steuergerät der Brennkraftmaschine und/oder dem Steuergerät eines Automatikgetriebes ihren Wunsch über eine Sollvorgabe des Kupplungsmoments vor. Hierzu ist die Kenntnis über Fahrwiderstände und die aktuelle Übersetzung im Antriebsstrang (aktueller Gang und Übersetzung des Differenzials der angetriebenen Achse) notwendig. Die oben beschriebene Wirkkette Fahrerassistenzsystem-Sollvorgabe Richtung Brennkraftmaschine, Umsetzung der Vorgabe durch die Brennkraftmaschine und die Reaktion des Getriebes auf diese Umsetzung hat verschiedene Effekte, die zu folgenden Nachteilen führen:Today, driver assistance systems, e.g. ACC - Adaptive Cruise Control - or a cruise control of any specification, give the control unit of the internal combustion engine and / or the control unit of an automatic transmission their desire for a target specification of the clutch torque. To do this, it is necessary to know the driving resistance and the current ratio in the drive train (current gear and transmission ratio of the driven axle differential). The chain of action described above for the driver assistance system specification for the direction of the internal combustion engine, implementation of the specification by the internal combustion engine and the reaction of the transmission to this reaction has various effects which lead to the following disadvantages:
• Lange Reaktionszeit des Getriebes. Rückschaltung kommt oft erst dann, wenn sie nicht mehr notwendig ist.• Long reaction time of the gearbox. Switchback is often only when it is no longer necessary.
• Überflüssige Schaltungen, d.h. in bestimmten Situationen kommt eine Rückschaltung, die nicht notwendig wäre, weil das aktuell verfügbare Motormoment ausreichend ist.• redundant circuits, i. In certain situations, a downshift comes, which would not be necessary because the currently available engine torque is sufficient.
• Pendelschaltungen, d.h. häufige Rück- und Hochschaltungen innerhalb kurzer Zeit. Diese können insbesondere an Übergängen zwischen der Ebene und einer Steigung oder Gefälle auftreten.• Pendulum circuits, i. frequent return and upshifts within a short time. These can occur in particular at transitions between the plane and a slope or gradient.
Die genannten Effekte werden vom Fahrer als unkomfortabel empfunden, da sie unerwartet sind; denn die Getriebeschaltungen unterscheiden sich von denen, die ohne Fahrerassistenzsystem durchgeführt werden. Es ist Aufgabe der Erfindung, ein Längsdynamiksteuersystem zu schaffen, das den Komfort und die Regelgeschwindigkeit erhöht.The effects mentioned are perceived by the driver as uncomfortable, since they are unexpected; because the transmission circuits differ from those that are performed without driver assistance system. It is an object of the invention to provide a longitudinal dynamics control system which increases comfort and control speed.
Diese Aufgabe wird erfindungsgemäß durch den Gegenstand des Patentanspruchs 1 gelöst. Vorteilhafte Weiterbildungen sind die Gegenstände der abhängigen Patentansprüche.This object is achieved by the subject of claim 1. Advantageous developments are the subject matters of the dependent claims.
Bei dem erfindungsgemäßen Längsdynamiksteuersystem in Kraftfahrzeugen, durch die ausgehend von einer Ist-Fahrzeuggeschwindigkeit eine neue Soll- Fahrzeuggeschwindigkeit eingestellt werden soll, ist ein Funktionsmodul vorgesehen, durch das ein zum Erreichen der Soll-Fahrzeuggeschwindigkeit vorgegebener Soll-Radmomentenverlauf ermittelt wird, der zumindest in einem Hauptabschnitt proportional zum Kehrwert der Fahrzeuggeschwindigkeit (vgl. Zugkrafthyperbeln) vorgegeben wird und der an mögliche Stellsysteme (z. B. Antriebssystem und/oder Bremssystem) zur Umsetzung des Soll-Radmomentenverlaufs ausgegeben wird. Hierdurch wird die Sollvorgabe der Längsdynamiksteuerung z. B. an ein zugkraftgesteuertes Antriebssystem, wie beispielsweise in der DE 101 17 162 A1 beschrieben, angepasst.In the longitudinal dynamics control system according to the invention in motor vehicles, by means of which a new target vehicle speed is to be set on the basis of an actual vehicle speed, a function module is provided by which a desired wheel torque curve predetermined for reaching the desired vehicle speed is determined, at least in a main section proportional to the reciprocal of the vehicle speed (see Zugkrafthyperbeln) is given and which is output to possible control systems (eg, drive system and / or braking system) to implement the desired wheel torque curve. As a result, the target specification of the longitudinal dynamics control z. B. to a traction-force-controlled drive system, as described for example in DE 101 17 162 A1, adapted.
Weiterhin ist das Funktionsmodul vorzugsweise derart ausgestaltet, dass zumindest der Hauptabschnitt des Soll-Radmomentenverlaufs zwischen einem maximal möglichen Soll-Radmomentenverlauf und dem zum Konstanthalten der Soll-Fahrzeuggeschwindigkeit notwendigen Radmoment gewählt wird.Furthermore, the functional module is preferably designed such that at least the main portion of the desired wheel torque curve is selected between a maximum possible desired wheel torque curve and the wheel torque necessary for keeping the setpoint vehicle speed constant.
Der Soll-Radmomentenverlauf kann aus einem Anfangsabschnitt, einem Hauptabschnitt und einem Endabschnitt zusammengesetzt sein, wobei der Anfangsabschnitt und der Endabschnitt Übergangsabschnitte mit endlichen Gradienten darstellen. Der Startpunkt des Soll-Radmomentenverlaufs ist das notwendige Radmoment zum Konstanthaiten der Ist-Fahrzeuggeschwindigkeit, vorzugsweise unter Berücksichtigung von Störkräften bzw. Fahrwiderständen. Der Endpunkt des Soll-Radmomentenverlaufs ist das notwendige Radmoment zum Konstanthalten der Soll- Fahrzeuggeschwindigkeit, ebenfalls vorzugsweise unter Berücksichtigung von Störkräften bzw. Fahrwiderständen.The desired wheel moment profile may be composed of a starting portion, a main portion and an end portion, wherein the initial portion and the end portion constitute finite gradient transition portions. The starting point of the desired wheel torque curve is the necessary wheel torque for keeping constant the actual vehicle speed, preferably taking into account disturbing forces or driving resistances. The end point of the desired wheel torque curve is the wheel torque necessary for keeping the setpoint vehicle speed constant, likewise preferably taking into account disturbing forces or driving resistances.
Der Erfindung liegen folgende Erkenntnisse zugrunde:The invention is based on the following findings:
Durch eine Umstellung der Schnittstelle zwischen dem Längsdynamiksteuersystem (Fahrerassistenzsystem) und dem Antriebssystem (bestehend aus einem beliebigen Motor (z. B. Brennkraftmaschine, Wasserstoffantrieb, Elektromotor usw.) und ggf. Automatikgetriebe (bzw. automatisiertem Handschaltgetriebe)) auf Radmomente kann das Antriebssystem vorab bestimmen, welche Kombination aus Gangvorgabe und Kupplungsmomentenvorgabe die momentane Radmomentenvorgabe am besten umsetzt. Mit einer zugkraftgesteuerten bzw. radmomentengesteuerten Schnittstelle zum Antriebssystem generierte das Fahrerassistenzsystem eine Sollvorgabe in Form eines Radmoments bzw. eines Soll-Radmomentenverlaufs proportional zum Kehrwert der Fahrzeuggeschwindigkeit bzw. entsprechend den bereits aus der DE 101 17 162 A1 bekannten Zugkrafthyperbeln. Das erfindungsgemäße Funktionsmodul kann beispielsweise in einem dem Längsdynamiksteuersystem zugeordneten elektronischen Steuergerät integriert sein, das beispielsweise mit einem Motorsteuergerät und/oder einem Getriebesteuergerät kommuniziert. Die Gesamtheit der Funktionsmodule in den hier genannten Steuergeräten können jedoch auch in einem einzigen Zentralsteuergerät bzw. Zentralcomputer zusammengefasst sein. In diesem Fall kommunizieren die Funktionsmodule miteinander. Weitere Details zur Erläuterung der Erfindung sind in einem Ausführungsbeispiel der Erfindung dargestellt. Es zeigtBy converting the interface between the longitudinal dynamics control system (driver assistance system) and the drive system (consisting of any engine (eg., Internal combustion engine, hydrogen drive, electric motor, etc.) and possibly automatic transmission (or automated manual transmission)) on wheel torques, the drive system in advance determine which combination of gear specification and clutch torque specification best converts the instantaneous wheel torque specification. With a traction-force-controlled or wheel torque-controlled interface to the drive system, the driver assistance system generated a target specification in the form of a wheel torque or a desired wheel torque curve proportional to the reciprocal of the vehicle speed or according to the Zugkrafthyperbeln already known from DE 101 17 162 A1. The functional module according to the invention can be integrated, for example, in an electronic control unit assigned to the longitudinal dynamics control system, which communicates, for example, with an engine control unit and / or a transmission control unit. However, the entirety of the functional modules in the control devices mentioned here can also be combined in a single central control unit or central computer. In this case, the function modules communicate with each other. Further details for explaining the invention are shown in an embodiment of the invention. It shows
Fig. 1 einen möglichen Fahrzeugsystemverbund, in dem das erfindungsgemäße Funktionsmodul angesiedelt ist undFig. 1 shows a possible vehicle system network in which the functional module according to the invention is located and
Fig. 2 ein Diagramm zur näheren Erläuterung der Funktionsweise des erfindungsgemäßen Funktionsmoduls.Fig. 2 is a diagram for further explanation of the operation of the functional module according to the invention.
In Fig. 1 ist ein möglicher Fahrzeugsystemverbund, bestehend aus einem Antriebssystem 1 , einem Bremssystem 2 und einem Fahrerassistenzsystem 3 zu Längsdynamiksteuerung, dargestellt. Die Systeme 1 bis 3 weisen beispielsweise jeweils ein elektronisches Steuergerät auf, die üblicherweise über Datenbussysteme miteinander in Verbindung stehen. Das erfindungsgemäße Funktionsmodul ist beispielsweise im Steuergerät des Fahrerassistenzsystems 3 integriert.In Fig. 1 is a possible vehicle system composite, consisting of a drive system 1, a brake system 2 and a driver assistance system 3 for longitudinal dynamics control represented. The systems 1 to 3 each have, for example, an electronic control unit, which are usually connected to one another via data bus systems. The functional module according to the invention is integrated, for example, in the control unit of the driver assistance system 3.
Im vorliegenden Ausführungsbeispiel soll das Fahrerassistenzsystem 3 zum Erreichen einer vorgegebenen höheren Soll-Fahrzeuggeschwindigkeit vson ein hierfür erforderliches Soll-Radmoment Mrad_soiι_gesamt bestimmen, das auf die Antriebsräder R in Form einer gewünschten Zugkraft wirken soll.In the present exemplary embodiment, the driver assistance system 3 is intended to determine a setpoint wheel torque M ra d_soiι_g es amt required for achieving a predetermined higher desired vehicle speed v so that it is intended to act on the drive wheels R in the form of a desired pulling force.
Die Soll-Fahrzeuggeschwindigkeit Vsoii kann z. B. entweder die vom Fahrer über ein dem Längsdynamiksteuersystem zugeordnetes Bedienelement eingestellte Wunschgeschwindigkeit oder eine vom Längsdynamiksteuersystem selbst in Abhängigkeit von bestimmten Betriebsparametern vorgegebene Fahrzeuggeschwindigkeit sein. Insbesondere kann eine vom Längsdynamiksteuersystem vorgegebene Soll- Fahrzeuggeschwindigkeit Vsoii die bei einer Folgefahrt vorzugebende konstante Fahrzeuggeschwindigkeit oder eine fiktive konstante Fahrzeuggeschwindigkeit (z. B. maximal mögliche Fahrzeuggeschwindigkeit) bei einer Beschleunigungsvorgabe, z. B. mit einem System gemäß der nicht vorveröffentlichten DE 102004016513, sein.The target vehicle speed Vsoii can z. For example, either the desired speed set by the driver via a control element assigned to the longitudinal dynamics control system or a vehicle speed predetermined by the longitudinal dynamics control system itself as a function of specific operating parameters. In particular, a desired vehicle speed V predetermined by the longitudinal dynamics control system can thus be the constant vehicle speed to be predetermined during a follow-up run, or a fictitious constant Vehicle speed (eg maximum possible vehicle speed) at an acceleration specification, eg. B. with a system according to the unpublished DE 102004016513, his.
Das auf die Räder R eines Kraftfahrzeugs auszuübende Soll-Radmoment Mrad_soiι_gesamt kann grundsätzlich aus einem Antriebsmoment Mrad_soiι_antπeb und/oder einem Bremsmoment Mrad_soiι_bremse bestehen. Im folgenden wird von einer Zugkrafterhöhung, also von einem positiven Soll-Antriebsmoment ausgegangen, wozu kein Bremsmoment erforderlich ist.The R to the wheels of a motor vehicle to be exerted setpoint wheel torque M r ad_soiι_gesamt can basically d_soiι_antπeb of a driving torque M RA and / or a braking torque M ra d_soiι_bremse exist. In the following, it is assumed that a tensile force increase, that is to say from a positive nominal drive torque, for which no braking torque is required.
Dazu gibt ein Funktionsmodul im Steuergerät des Fahrerassistenzsystems 3 eine Anforderung an ein Steuergerät des Antriebsystems 1 aus, in der das Soll-Radmoment Mrad_soiι_gesamt als Soll-Antriebsmoment Mrad_soiι_antrieb ausgegeben wird. Das Antriebssystem 1 entscheidet abhängig von weiteren Betriebsparametern, wie dieses Antriebsmoment eingestellt wird.In addition there is a functional module in the control unit of the driver assistance system 3 makes a request to a controller of the drive system 1 made in which the setpoint wheel torque M r M ad_soiι_gesamt ra is output d_soiι_antrieb as target driving torque. The drive system 1 decides depending on further operating parameters, how this drive torque is set.
In Fig. 2 ist ein möglicher Soll-Radmomentenverlauf MR dargestellt, der für einen Beschleunigungsvorgang von einer niedrigen Ist- Fahrzeuggeschwindigkeit vist auf eine höhere Soll-Fahrzeuggeschwindigkeit Vsoii erforderlich ist.In Fig. 2, a possible target wheel torque curve M R is shown, which is required for an acceleration operation from a low actual vehicle speed v is to a higher target vehicle speed Vs o ii.
Im Funktionsmodul des Fahrerassistenzsystems 3 wird das zum Erreichen der Soll-Fahrzeuggeschwindigkeit vson erforderliche Soll- Radmomentenverlauf MR beispielsweise mit folgenden Schritten ermittelt:In the functional module of the driver assistance system 3, the desired wheel torque curve MR required to achieve the desired vehicle speed v so is determined, for example, with the following steps:
1. Bestimmung des zum Konstanthalten (stationärer Betrieb) der Soll- Fahrzeuggeschwindigkeit Vg0H notwendigen Radmoments M2, vorzugsweise unter Berücksichtung einer Fahrwiderstandskennlinie MF, durch die ein geschätztes Störmoment beispielsweise durch eine Steigung widergespiegelt wird. 2. Bestimmung einer Radmomenten-Reserve in Form der Differenz des geschwindigkeitsabhängigen maximal möglichen Radmomentenverlaufs Mioo% und dem zum Konstanthalten der Soll-Fahrzeuggeschwindigkeit notwendigen Radmoment M2. Der maximal mögliche Radmomentenverlauf M-ιoo% in Form der bekannten Zugkrafthyperbeln für konstante Leistung ergibt sich aus dem Verhältnis der konstanten maximalen Antriebsleistung zur Fahrzeuggeschwindigkeit v.1. Determination of the steady state (stationary operation) of the target vehicle speed Vg 0H necessary wheel torque M2, preferably taking into account a driving resistance characteristic curve M F , through which an estimated disturbance torque is reflected for example by a slope. 2. Determination of a Radmomenten reserve in the form of the difference of the speed-dependent maximum possible Radmomentenverlaufs Mioo % and necessary for keeping the target vehicle speed wheel torque M2. The maximum possible wheel torque curve M-ιoo% in the form of the known Zugkrafthyperbeln for constant power results from the ratio of the constant maximum drive power to vehicle speed v.
3. Bestimmung des Soll-Radmomentenvehaufs MR als Summe des Radmoments M2 und einem prozentualen Anteil der Radmomenten- Reserve. Daraus resultiert ebenfalls eine Radmomentenhyperbel über der Fahrzeuggeschwindigkeit v. Diese Radmomentenhyperbel ist proportional zum Kehrwert der Fahrzeuggeschwindigkeit v und bestimmend für den Soll-Radmomentenverlauf MR. Daher ist zumindest der Hauptteil B des Soll-Radmomentenverlauf MR gleich dieser Radmomentenhyperbel. Es könnte auch der gesamte Soll-Radmomentenverlauf MR gleich dieser Radmomentenhyperbel zwischen der Ist-Fahrzeuggeschwindigkeit vist und der Soll-Fahrzeuggeschwindigkeit vSOιι sein. In diesem Fall können durch die sprunghaften Änderungen des Sollradmoments am Anfang und am Ende des Soll-Radmomentenverlaufs jedoch Komfortprobleme entstehen.3. Determination of the desired wheel torque V M R as the sum of the wheel torque M2 and a percentage of Radmomenten- reserve. This also results in a wheel torque hyperbola over the vehicle speed v. This wheel torque hyperbola is proportional to the reciprocal of the vehicle speed v and determining the desired wheel torque curve M R. Therefore, at least the main part B of the target wheel torque curve M R is equal to this Radmomenten hyperbolas. It could also be the entire target Radmomentenverlauf M R equal to this Radmomentenhyperbel be between the actual vehicle speed v and the target vehicle speed v SO ιι. In this case, however, the sudden changes in the Sollradmoments at the beginning and at the end of the desired Radmomentenverlaufs comfort problems.
4. Zur Komforterhöhung wird der Soll-Radmomentenverlauf MR aus einem Anfangsabschnitt A, einem Hauptabschnitt B und einem Endabschnitt C zusammengesetzt, wobei der Anfangsabschnitt A und der Endabschnitt C Übergangsabschnitte mit endlichen Gradienten darstellen. Der Startpunkt P1 des Soll-Radmomentenverlaufs MR ist das notwendige Radmoment M1 zum Konstanthalten der Ist-Fahrzeuggeschwindigkeit vist, vorzugsweise ebenfalls unter Berücksichtung der Fahrwiderstandskennlinie MF. Der Endpunkt P2 des Soll-Radmomentenverlaufs MR ist das notwendige Radmoment M2 zum Konstanthalten der Soll-Fahrzeuggeschwindigkeit4. For comfort increase, the target wheel moment profile M R is composed of an initial section A, a main section B and an end section C, the initial section A and the end section C representing finite gradient transition sections. The starting point P1 of the desired wheel torque curve MR is the necessary wheel torque M1 for keeping constant the actual vehicle speed v ist , preferably also taking into account the driving resistance characteristic curve M F. The end point P2 of the target wheel torque curve M R is the necessary wheel torque M2 for keeping the target vehicle speed constant
Vsoll- Unter der Größe Soll-Radmoment soll auch jede Größe verstanden werden, die direkt proportional zum Radmoment ist, wie zum Beispiel die Zugkraft oder die Fahrzeugbeschleunigung. Wesentlich ist die hyperbelartige Sollvorgabe, die proportional zum Kehrwert der Fahrzeuggeschwindigkeit ist. Das daraus resultierende Fahrzeugverhalten wurde in Versuchen als besonders komfortabel empfunden, da dies den Erwartungen gemäß durch Erfahrung gelernter physikalischer Verhältnisse entspricht. Weiterhin wird die Radmomenten-Reserve, wie oben beschrieben, soweit nicht Kraftstoffverbrauch oder Komfortanforderungen eine Begrenzung erfordern, möglichst stark ausgenutzt, um ein schnelles Einstellen der neuen Soll- Fahrzeuggeschwindigkeit zu erreichen.Vsoll- The term target wheel torque should also be understood to mean any size that is directly proportional to the wheel torque, such as the tractive force or the vehicle acceleration. What is essential is the hyperbolic setpoint, which is proportional to the reciprocal of the vehicle speed. The resulting vehicle behavior was found in tests to be particularly comfortable, since this corresponds to the expectations according to learned by experience physical conditions. Furthermore, the wheel torque reserve, as described above, as far as not fuel consumption or comfort requirements require limitation, as much as possible exploited in order to achieve a quick setting of the new target vehicle speed.
Zusammengefasst werden durch die Erfindung der Komfort sowie die Regelgeschwindigkeit eines Fahrerassistenzsystems zur Längsdynamiksteuerung optimiert. In summary, the invention improves the comfort and control speed of a driver assistance system for longitudinal dynamics control.

Claims

Längsdynamiksteuersystem in KraftfahrzeugenPatentansprüche Longitudinal dynamics control system in motor vehiclespatents claims
1. Längsdynamiksteuersystem in Kraftfahrzeugen, durch die ausgehend von einer Ist-Fahrzeuggeschwindigkeit (vi ) eine neue Soll-Fahrzeuggeschwindigkeit (v2) eingestellt werden soll, dadurch gekennzeichnet, dass ein Funktionsmodul (3) vorgesehen ist, durch das ein zum Erreichen der Soll-Fahrzeuggeschwindigkeit vorgegebener Soll-Radmomentenverlauf (MR) ermittelt wird, der zumindest in einem Hauptabschnitt (B) proportional zum Kehrwert der Fahrzeuggeschwindigkeit (v) vorgegeben wird und der an mögliche Stellsysteme (1 , 2) zur Umsetzung des Soll- Rad momentenverlaufs ausgegeben wird.1. longitudinal dynamics control system in motor vehicles, by the basis of an actual vehicle speed (vi) a new target vehicle speed (v2) to be set, characterized in that a function module (3) is provided by the one to reach the target vehicle speed predetermined target wheel torque curve (MR) is determined, which is at least in a main section (B) proportional to the reciprocal of the vehicle speed (v) and is output to possible control systems (1, 2) for implementing the desired wheel torque curve.
2. Längsdynamiksteuersystem nach Patentanspruch 1 , dadurch gekennzeichnet, dass das Funktionsmodul (3) derart ausgestaltet ist, dass zumindest der Hauptabschnitt (B) des SoII- Radmomentenverlaufs (MR) zwischen einem maximal möglichen Soll-Radmomentenverlauf (M-ιoo%) und dem zum Konstanthalten der Soll-Fahrzeuggeschwindigkeit notwendigen Radmoment (M2) gewählt wird.2. longitudinal dynamics control system according to claim 1, characterized in that the functional module (3) is designed such that at least the main portion (B) of the SoII- Radmomentenverlaufs (M R ) between a maximum possible desired wheel torque curve (M-ιoo%) and the to keep constant the target vehicle speed necessary wheel torque (M2) is selected.
3. Längsdynamiksteuersystem nach Patentanspruch 1 oder 2, dadurch gekennzeichnet, dass der Soll-Radmomentenverlauf (MR) aus einem Anfangsabschnitt (A), einem Hauptabschnitt (B) und einem Endabschnitt (C) zusammengesetzt wird, wobei der Anfangsabschnitt (A) und der Endabschnitt (C) Übergangsabschnitte mit endlichen Gradienten darstellen. 3. longitudinal dynamics control system according to claim 1 or 2, characterized in that the desired Radmomentenverlauf (M R ) from an initial portion (A), a main portion (B) and an end portion (C) is composed, wherein the initial portion (A) and the End section (C) represent transition sections with finite gradients.
. Längsdynamiksteuersystem nach einem der vorangegangenen Patentansprüche, dadurch gekennzeichnet, dass der Startpunkt (P1 ) des Soll-Radmomentenverlaufs (MR) das notwendige Radmoment (M1 ) zum Konstanthalten der Ist- Fahrzeuggeschwindigkeit (Vjst) ist. , Longitudinal dynamics control system according to one of the preceding claims, characterized in that the starting point (P1) of the desired wheel torque curve (M R ) is the necessary wheel torque (M1) for keeping constant the actual vehicle speed (Vj st ).
5. Längsdynamiksteuersystem nach einem der vorangegangenen Patentansprüche, dadurch gekennzeichnet, dass der Endpunkt (P2) des Soll-Radmomentenverlaufs (MR) das notwendige Radmoment (M2) zum Konstanthalten der Soll- Fahrzeuggeschwindigkeit (Vsoii) ist.5. longitudinal dynamics control system according to one of the preceding claims, characterized in that the end point (P2) of the desired wheel torque curve (MR) is the necessary wheel torque (M2) for keeping constant the target vehicle speed (V so ii).
6. Längsdynamiksteuersystem nach einem der vorangegangenen Patentansprüche, dadurch gekennzeichnet, dass die Soll- Fahrzeuggeschwindigkeit (Vsoii) auch eine vom System vorgegebene konstante Fahrzeuggeschwindigkeit sein kann. 6. longitudinal dynamics control system according to one of the preceding claims, characterized in that the target vehicle speed (V so ii) may also be a predetermined by the system constant vehicle speed.
EP05797774A 2004-10-20 2005-09-30 Longitudinal dynamics control system in motor vehicles Ceased EP1802484A1 (en)

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