Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T7/00—Brake-action initiating means
  • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
• • 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
  • B60K31/0008—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 means for detecting potential obstacles in vehicle path
• • 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
  • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
• • 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
  • B60W30/14—Adaptive cruise control
  • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
  • B60W30/165—Automatically following the path of a preceding lead vehicle, e.g. "electronic tow-bar"
• • 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
  • B60W30/14—Adaptive cruise control
  • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
  • B60W30/17—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle with provision for special action when the preceding vehicle comes to a halt, e.g. stop and go
• • 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
  • B60K2310/00—Arrangements, adaptations or methods for cruise controls
  • B60K2310/30—Mode switching, e.g. changing from one cruise control mode to another

Definitions

• the invention relates to a method for stopping a
• ACC Adaptive Cruise Control
• Corresponding control systems are known, for example, from EP 1245428 A2.
• Control systems are realized by providing vehicles with at least one long-range sensor, such as one
• Radar or lidar sensor equipped to measure the distance to a vehicle in front or a nearby vehicle
• Vehicle minimum speed can be activated.
• Extended functionality is provided by ACC systems with Stop & Go function, which, if required, provide the vehicle within one automatically decelerate or stop the time to standstill. B. to avoid a collision with the vehicle ahead when approaching a jam end. An automatic restart is possible if one
• the remote range sensor or sensors are combined with one or more proximity sensors, preferably with multiple ultrasonic sensors, to detect the far and near range in front of the vehicle.
• a device and a method for controlling the following distance are known.
• the vehicle speed and a following distance between a preceding vehicle and the own vehicle are detected.
• a requested acceleration is calculated and passed to a controller that controls the following distance to the preceding vehicle based on the requested acceleration.
• a stop control is activated.
• a standstill of the own vehicle is detected based on the requested acceleration and a real vehicle speed, which can no longer be distinguished from zero with conventional sensors; this ensures a soft stop.
• Restart requires only a relatively low dynamics. These systems are particularly suitable for driving on a highway or expressway, because there is a rule keeping a long distance to the vehicle ahead. For trips in the inner city area or
• EP 2176109 B1 discloses a proximity control system with automatic stopping and / or starting function for
• Motor vehicles comprising a distance-measuring long-range ⁇ sensor, a distance-measuring ultrasonic sensor and a control unit, which is designed, depending on the distance measured by the remote area sensor one
• Object of the present invention is to allow a safe and comfortable stopping a vehicle with a predetermined small distance to an obstacle in front of it. This object is achieved by a method according to claim 1.
• a method for stopping a motor vehicle which has an electronic environment control device for evaluating the data of one or more environment sensors and an electronic brake control device for controlling a brake system, which exchange information and / or instructions via a data connection, in particular a vehicle data bus.
• an electronic environment control device for evaluating the data of one or more environment sensors
• an electronic brake control device for controlling a brake system, which exchange information and / or instructions via a data connection, in particular a vehicle data bus.
• Here is a regulation of the distance to the obstacle by the environment control unit, when the vehicle speed is a
• Transfer threshold is.
• the environment control unit is in accordance with the detected distance a target distance to the
• the method according to the invention makes it possible to make good use of the limited space in a traffic jam situation and to improve the traffic flow in city traffic, which is influenced by the length of the green phases of traffic lights, by the holding distance to the immediately preceding
• the brake control unit When braking, expediently regulates the deceleration and / or the driving speed of the vehicle as a function of the traveled distance. It is particularly useful when the brake control unit is connected to at least one wheel speed sensor and pulse-shaped
• Signals of at least one wheel speed sensor are counted as a measure of the distance traveled.
• control only takes place via braking interventions and the drive torque is kept at a constant value of zero, this results in a conceptually simple control with a high control quality.
• the relationship between the deceleration and / or travel speed and the distance traveled is regulated by means of a predetermined mathematical function
• An essential idea of the invention is therefore to realize the stopping or the stopping process on the basis of the desired path and the comfort - even with the transition from the distance control of the environment control device on the stopping path ⁇ control of the brake control unit - with the help of a
• Time of transfer and a predetermined target distance at the time of transfer from the first controller to the second controller selected.
• Parameters of the stopping distance and / or the precontrol can be determined or adjusted.
• Motor vehicle is carried out by the brake control unit, a measurement of the distance to the obstacle by the environment control unit, in particular at predetermined time intervals, wherein the predetermined target distance is adjusted in accordance with the measured distance.
• Stopping process sends constantly or periodically updated values for the target distance to the brake control unit, the Anhaltetraj ektorie on the behavior of the preceding
• the front vehicle can be unlocked, if this rolls, for example, at the traffic light a bit forward.
• the set route it is expedient for the set route to be dependent on the current driving situation (such as, for example, dense traffic in the city center)
• Time interval has increased by more than a predetermined minimum distance, and that in this case a distance control is performed by the environment control unit. If the speed of the preceding vehicle exceeds a drive-on threshold and / or from other information e.g. can be concluded on a green light, is thus a
• the motor vehicle has a hydraulic service brake system and an electrically actuated parking brake system, it is expedient to carry out predetermined fulfillment
• the invention relates to an electronic
• Control unit of a braking system for a motor vehicle which interface to a vehicle data bus, a
• Brake actuator includes. According to the invention includes
• the stopping path controller comprises a feedforward control, a basic controller and in particular an extended controller, wherein at least one parameter of the stopping distance control in
• the pre-control and / or the basic controller can be adapted to a particularly high in the prevailing driving situation
• the specification of the at least one parameter takes place on the basis of a predetermined mathematical function, which determines the desired relationship between deceleration and / or driving speed and the distance covered
• the invention relates to a motor vehicle, which is an inventive electronic brake control device, a connected to the brake control unit hydraulic and / or electro-mechanical brake system, which a
• driver-independent construction of braking force allows, and includes an electronic environment control unit, which with
• the brake control unit is connected to at least one rotational direction-detecting wheel speed sensor, which is assigned in particular to a non-driven wheel.
• Conventional driving direction detection techniques may not be reliable enough at low speeds.
• the motor vehicle also has an electronic parking control device, which each with at least one looking forward and backward Environment sensor is equipped, wherein the parking control device is connected to the brake control unit and preferably the environment control unit via a vehicle data bus, and wherein the parking control device and / or the environment control unit the
• Brake control device can specify a desired distance to stop the vehicle.
• Haltwegwegregelung a comfortable stop even when parking the motor vehicle.
• FIG. 1 is a schematic representation of a motor vehicle in a corresponding driving situation
• Fig. 5 is a diagram of the comfort area
• Fig. 6 shows a time course of a beispielalleen
• the inventive method realizes a comfortable and accurate control of the stopping process of a vehicle to a predetermined target path or up to a predetermined Waypoint in the low speed range.
• the method is preferably also used as an extension of, or in support of
• PLA Parklenkassistenten
• Stop option is designed to reduce the ACC function in the lower speed range, i. below a transfer threshold value of, for example, 30 km / h, which does not initiate a stop within a specified time gap, but specifies a target distance for the stop, which has a shorter stop distance to the immediate stop
• the automatic stop while maintaining the specified distance specified by the ACC function is implemented by a stopping distance control or Stopping Distance Control (hereinafter referred to as SDC function).
• SDC function Stopping Distance Control
• Fig.l shows a schematic representation of a motor vehicle 1, which required for the inventive method or the realization of the SDC function sensors
• the environment sensor includes a
• the vehicle 1 has a plurality of proximity sensors 2, which are located both in the vicinity 8 in front of the vehicle located obstacles 7 so also in the rear vicinity 8 ⁇ located other vehicles or
• Direction of rotation recognizing (wheel speed) sensors 4 which are preferably installed in the wheels of the free rolling axle or on all wheels. With the sense of direction sensors 4, the direction of the vehicle movement is clearly recognized, whereby the regulatory laws of the SDC function - especially in terms of comfort and safety - can be adapted and in both the ACC and PLA mode, an optimal control.
• ACC systems use both the drive, typically an internal combustion engine, and the braking system as actuators to control the distance to the vehicle in front.
• the control unit which provides the ACC function sends an adjustment request via a data bus. Since the two actuators motor or brake are operated by two different control devices, two separate requirements are thus output. Since a (in principle possible) constantly changing control of the two actuators has an unfavorable effect on comfort, only one actuator is preferably used to implement the SDC function.
• only one control of the Brake system to stop the motor vehicle from the movement (initial speed not equal to zero) to a standstill.
• Fig. 2 shows an example of a controller scheme, i. a schematic representation of the architecture between the
• ECUs for realizing the SDC function.
• the distance control or ACC function is determined by the
• ACC-ECU provided, which via a vehicle data bus information and / or instructions,
• the ACC-ECU is connected to at least one environment sensor for the remote area.
• the brake controller preferably includes a special ACC module that implements the communication with the ACC-ECU and the engine controller.
• the stopping distance control is implemented in the SDC module of the brake control unit SDC-ECU.
• a driver-independent pressure build-up e.g. is converted by means of a hydraulic pump and thus an increased brake pressure in the wheel brakes.
• the implementation of the braking request can also be done by electromechanical friction brakes.
• a braking request of the SDC module is always implemented by friction brakes in a vehicle with an at least temporary electric drive. This avoids unwanted rolling of the vehicle due to low speed decelerating effect of a generator. It is advantageous if a standstill manager SSM is implemented as a module in the brake control unit, which, on the one hand, appropriately converts the braking request and, on the other hand, secures the vehicle from rolling away after stopping. This can also be a transfer to an electric parking brake.
• the PLA system is expediently implemented in a separate PLA ECU, which is connected to a plurality of environment sensors for detecting the proximity in front of and behind the motor vehicle.
• the PLA-ECU can provide information and / or instructions to the SDC-ECU via a vehicle data bus and
• ACC-ECU preferably also pass on the ACC-ECU.
• control unit both for the ACC function and the PLA function.
• the SDC function regulates the stopping trajectory in such a way that the vehicle comes to a standstill at the very end of the nominal distance (ie reaches a speed of 0 km / h), and the
• Stopping procedure is comfortable for the driver and occupants, i. sudden brake pressure changes in the wheel brakes, which cause a jerk, are avoided. To ensure this, it becomes a regulatory structure
• FIG. 3 shows an exemplary embodiment of the controller structure, which comprises three regulator components which are used for command variable regulation.
• the feedforward control predominantly realizes the transfer from the previously active control function ACC to the stopping distance control SDC. After that takes over the
• Comfort is set by means of a Comfort Envelop, which is described in more detail below
• Regulator component is adjusted according to information from the "Comfort Envelop.” According to a preferred embodiment,
• the controller of the SDC function is preceded by a "Comfort Envelop" which, depending on the driving speed and the target path for stopping information about it passes as a
• the comfort measure can therefore be derived from the course of the acceleration.
• Fig. 4. shows a diagram to the jerk with some examples of time-dependent acceleration curves, in which therefore the braking acceleration or deceleration a (t) over time t is applied.
• a constant acceleration a_0 represents the most favorable course 401 from the comfort point of view, because here a jerk of zero or no jerk occurs. All other acceleration gradients have a non-zero jerk. This is the bigger the further the corresponding one
• this solution means a non-zero jerk acceleration course that either stays at the comfort limit or below and is continuously degraded while maintaining control.
• Acceleration history does not cover all real stopping operations, so in most cases it will lead to a significant jump in acceleration at the end of the race
• Acceleration zero is achieved.
• This range can therefore be used for the realization of the SDC function, because no fixed time gap for the termination of the stopping process but rather a target distance is specified.
• Stop travel x based on the predetermined target distance C M X and on the ordinate the vehicle speed v with respect to the prevailing at the time of transfer or the start of the stopping process driving speed C M V shown.
• the normalized diagram thus has two highlighted points as centers of diversity, since for all possible stopping operations the velocity C M V at the beginning and the stopping distance C M X at the end of the stopping process are the same.
• the above-described range for a comfortable stopping operation is the same as A marked area of the "Comfort Envelop", which is limited by the following mathematical inequality:
• the transition to area A is in the direction of a large fixed target time gap.
• Time - during the stopping distance control - determines the area of "Comfort Envelop" in which the vehicle
• Anhaltetraj ektorie is supplied to the components of the control structure, whereupon this example. Adjust the parameter.
• Fig. 6 shows exemplary temporal courses of the
• kinematic parameters stopping distance x, speed v and vehicle longitudinal acceleration a x during a comfortable stopping operation.
• a suitable continuity trajectory is determined or the proximity to the area B or C is assessed and, if necessary, the parameters of the
• Feedforward control, basic controller and extended controller ensure that the standstill is reached after passing through the setpoint distance.
• Traffic flow is positively influenced and parking easier, more precise and above all more comfortable.

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

Applications Claiming Priority (2)

Publications (1)

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• 2012
  • 2012-08-03 WO PCT/EP2012/065259 patent/WO2013017688A1/de active Application Filing
  • 2012-08-03 US US14/236,648 patent/US9358962B2/en not_active Expired - Fee Related
  • 2012-08-03 KR KR1020147005510A patent/KR20140051996A/ko not_active Application Discontinuation
  • 2012-08-03 CN CN201280048653.6A patent/CN103857550B/zh active Active
  • 2012-08-03 EP EP12743725.9A patent/EP2739499A1/de not_active Withdrawn
  • 2012-08-03 DE DE102012213815A patent/DE102012213815A1/de not_active Withdrawn

Non-Patent Citations (2)

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