WO2022258260A1 - Bestimmen und ausgeben einer soll-beschleunigung eines kraftfahrzeugs für ein automatisiertes anfahren des kraftfahrzeugs durch einen abstandsregeltempomat - Google Patents
Bestimmen und ausgeben einer soll-beschleunigung eines kraftfahrzeugs für ein automatisiertes anfahren des kraftfahrzeugs durch einen abstandsregeltempomat Download PDFInfo
- Publication number
- WO2022258260A1 WO2022258260A1 PCT/EP2022/061691 EP2022061691W WO2022258260A1 WO 2022258260 A1 WO2022258260 A1 WO 2022258260A1 EP 2022061691 W EP2022061691 W EP 2022061691W WO 2022258260 A1 WO2022258260 A1 WO 2022258260A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- value
- motor vehicle
- acceleration
- target acceleration
- target
- Prior art date
Links
- 230000001133 acceleration Effects 0.000 title claims abstract description 107
- 238000000034 method Methods 0.000 claims abstract description 44
- 230000003044 adaptive effect Effects 0.000 claims description 10
- 238000002485 combustion reaction Methods 0.000 claims description 9
- 238000006243 chemical reaction Methods 0.000 claims description 8
- 230000007423 decrease Effects 0.000 claims description 3
- 238000009795 derivation Methods 0.000 description 3
- 238000013459 approach Methods 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
- 230000007613 environmental effect Effects 0.000 description 2
- 230000007704 transition Effects 0.000 description 2
- 230000001419 dependent effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
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
- 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
- B60W30/18027—Drive off, accelerating from standstill
-
- 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
-
- 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
- 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
- B60W2720/10—Longitudinal speed
- B60W2720/106—Longitudinal acceleration
Definitions
- DE 10 2011 121 442 A1 describes a method and a device for autonomously starting a motor vehicle from a standstill, which is determined by a travel sensor.
- the type of road at the current motor vehicle position is determined from a navigation device or via environmental sensors.
- an auto-go mode is automatically activated after braking to a standstill beforehand, in which a control unit causes the vehicle to start up autonomously via a start-up unit as soon as a start-up detection unit detects the start-up of another motor vehicle.
- Generic driving assistance systems known as adaptive cruise control are also known from the prior art, in which a cruise control system takes into account a distance to a vehicle driving ahead as a feedback and control variable in addition to a speed of the motor vehicle desired by the driver when determining a target acceleration.
- DE 10 2019 214 121 A1 describes a method for operating a driver assistance system of an ego vehicle, in particular an ACC system, in which a manipulated variable is used to guide the ego vehicle, the setpoint value of which is determined on the basis of relative driving dynamics measured values of the ego -Vehicle to a vehicle driving ahead is determined, with a time gap control between the ego vehicle and a first vehicle driving ahead and a time gap control between the ego vehicle and a second vehicle driving ahead taking place, from the first time gap control a first manipulated variable request and from the second time gap control one second manipulated variable request is derived, and the final manipulated variable request is derived from an arbitration of the first and second manipulated variable request.
- US 2019/315355 A1 describes a cruise control device for a vehicle with a target detection unit and a following control unit.
- the cruise control device includes a determination unit configured to determine whether or not a small vehicle switching state in which a target to be followed is a small vehicle has occurred during execution of following control; an upper limit storage unit configured to store, as the upper limit, a target acceleration that is set before the determination unit determines the small vehicle shift state under a condition where the determination unit determines that the small vehicle shift state occured; and a target acceleration setting unit configured to set the target acceleration to a value equal to or lower than the upper limit value stored in the storage unit until the following control performed for the switched small vehicle as the target to be followed ends.
- DE 10 2019 200 209 A1 relates to a method for selecting the target object for automatic distance control of a single-lane motor vehicle, in which by means of an environmental sensor system the presence of a second single-lane motor vehicle driving directly ahead in the same lane and a dem second single-track motor vehicle immediately preceding third single-track motor vehicle is detected, the lateral offset of the second single-track motor vehicle and the third single-track motor vehicle relative to the single-track motor vehicle being determined and depending on at least one of the lateral offsets the target object for the distance control method is selected.
- the interface for providing the acceleration specification in particular the controller installed in the interface, and the interface for torque distribution are independent of each other and there is little exchange of information between the interfaces, which in conventional systems when starting from a standstill using the adaptive cruise control leads to a jolt and thus to a can lead to uncomfortable starting.
- the object of the present invention is to specify a device and a method which are each suitable for overcoming at least the above-mentioned disadvantages of the prior art.
- the problem is solved by the features of the independent claim.
- the dependent claims relate to preferred developments of the invention.
- the object is achieved by a method for determining a target acceleration of a motor vehicle and for outputting the target acceleration determined for automated starting of the motor vehicle by means of an adaptive cruise control.
- the target acceleration of the motor vehicle is controlled in a targeted manner in order to ensure comfortable starting.
- the method has at least the three steps described below.
- the method has a first step of ramping a setpoint acceleration from a first to a second value.
- the method includes a second step of maintaining the target acceleration at the second value.
- the method includes a third step of ramping the target acceleration from the second value to a target acceleration value.
- Ramping can be understood to mean an increase or rise in the setpoint acceleration over time. It is conceivable that the setpoint acceleration is linearly increased at least partially or at times during the ramping.
- the motor vehicle can stand still while the setpoint acceleration is ramping from the first to the second value and while the setpoint acceleration is being held at the second value.
- standing still can be understood to mean an actual speed of the motor vehicle of essentially zero. It is conceivable that while the setpoint acceleration is being held at the second value, an internal combustion engine of the motor vehicle is pulled up.
- the method is not limited to use with an internal combustion engine. It is also conceivable that the starting, additionally or alternatively, takes place by means of an electric motor.
- the motor vehicle can therefore be a motor vehicle that only has an internal combustion engine (so-called pure combustion engine).
- Motor vehicle that has an electric motor (so-called pure electric vehicle) or a motor vehicle that has both an internal combustion engine and an electric motor (so-called hybrid).
- driving off can be understood to mean an actual speed of the motor vehicle that differs from zero.
- the actual speed of the motor vehicle can increase while driving off.
- An increase in the setpoint acceleration during the ramping of the setpoint acceleration from the first to the second value can be greater than an increase in the setpoint acceleration during the ramping of the setpoint acceleration from the second value to the target acceleration value.
- a first derivation of a setpoint acceleration curve over time while the setpoint acceleration is ramping from the first to the second value can assume greater values than a first derivation of a setpoint acceleration curve over time while the setpoint acceleration is ramping from the second value to the target acceleration value.
- a ramp while the setpoint acceleration is being raised from the first to the second value can be steeper than a ramp while the setpoint acceleration is being raised from the second value to the target acceleration value.
- the slope of the target acceleration decreases during the ramping of the target acceleration from the second value to the target acceleration value in the course of the ramp towards the target acceleration value.
- the first derivation of the setpoint acceleration profile over time can assume smaller values over time during the ramping of the setpoint acceleration from the second value to the target acceleration value.
- the ramp can become flatter as time increases or as the target acceleration value is approached during the increase in the setpoint acceleration from the second value to the target acceleration value.
- the target acceleration can be controlled in a targeted manner using the method described above in order to ensure a comfortable start-up. This control can be based on any previous controller course.
- the target acceleration is to be ramped quickly from a certain standstill level to positive target acceleration values.
- a flat ramp can be driven towards the target level of the setpoint acceleration. This ramp can gradually flatten out as the desired acceleration approaches the target level. This represents a smooth transition into saturation.
- the method can thus ensure a reproducible target acceleration curve, so that a comfortable and jerk-free automated starting of the motor vehicle can be achieved by an adaptive cruise control.
- a regulator is provided in the present case, which is designed to at least partially carry out the method described above.
- the controller can be part of a driver assistance system, in particular one
- the regulator can also be referred to as a control device.
- a motor vehicle in particular a car, is provided here that has the controller described above and a controller connected to it
- the torque conversion unit is designed to receive the target acceleration output by the controller and to determine a target drive torque and/or a target braking torque based on the received target acceleration and to output it to the motor vehicle. What was described above with reference to the method and the controller also applies analogously to the motor vehicle and vice versa.
- FIGS. 1 and 2 An embodiment with reference to FIGS. 1 and 2 is described below.
- 1 schematically shows a controller of a motor vehicle connected to a torque conversion unit according to the embodiment
- FIG. 2 shows a diagram with a setpoint acceleration profile that is calculated by the controller from FIG. 1 using a method for determining a setpoint
- controller 1 is connected on the output side to torque conversion unit 2, which in turn is connected on the output side to the motor vehicle (not shown).
- Controller 1 is designed to determine and then output a setpoint acceleration a_S of the motor vehicle.
- the controller 1 is part of an adaptive cruise control, which allows at least partially automated starting of the motor vehicle
- the torque conversion unit 2 is designed to receive the target acceleration a_S output by the controller 1 and to determine a target drive torque MSA and a target braking torque MSB based on the received target acceleration a_S and to output them to the motor vehicle so that it starts moving .
- controller 1 for determining and outputting setpoint acceleration a_S of the motor vehicle for automated starting of the motor vehicle by the adaptive cruise control are described in detail below with reference to FIG.
- the motor vehicle In an initial state, the motor vehicle is stationary, i.e. it is not moving and an actual speed of the motor vehicle is zero.
- the setpoint acceleration a_S is ramped from a first value to a second, larger value.
- controller 1 keeps setpoint acceleration a_S at the second value for a predetermined period of time.
- the second phase P2 an internal combustion engine of the motor vehicle is pulled through.
- the motor vehicle is stationary while the setpoint acceleration is ramping from the first to the second value and while the setpoint acceleration is being held at the second value, ie during the first and second phases P1, P2 of the method.
- controller 1 ramps the setpoint acceleration from the second value to a target acceleration value in a third step or a third phase P3 of the method
- the motor vehicle From the start of the third phase P3, the motor vehicle begins to move in the actual sense, i.e. the actual speed increases from zero to positive values and the motor vehicle begins to drive.
- FIG Target acceleration From the second value to the target acceleration value, ie during the third phase P3 of the method.
- the slope of the setpoint acceleration decreases in the third phase P3, i.e. while the setpoint acceleration is ramping from the second value to the target acceleration value in the course of the ramp towards the target acceleration value, in order to achieve a smooth transition towards the target acceleration value.
- the target acceleration value can initially be maintained and then adjusted based on target distances to other motor vehicles that are in the vicinity of the motor vehicle.
- Controller 2 Torque conversion unit a_S Target acceleration MSA Target drive torque MSB Target braking torque P1-P4 Phases/steps of the process t Time
Landscapes
- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Controls For Constant Speed Travelling (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1020237038631A KR20230169251A (ko) | 2021-06-07 | 2022-05-02 | 적응형 순항 제어 시스템에 의해서 자동차를 자동으로 시동하기 위한 자동차의 설정 가속도의 결정 및 출력 |
JP2023571353A JP2024521301A (ja) | 2021-06-07 | 2022-05-02 | アダプティブクルーズコントロールによる原動機付き車両の自動化された発進のための原動機付き車両の目標加速度の決定及び出力 |
CN202280037828.7A CN117377607A (zh) | 2021-06-07 | 2022-05-02 | 通过间距调节速度控制器来确定和输出用于自动起步机动车辆的设定加速度 |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102021114529.5 | 2021-06-07 | ||
DE102021114529.5A DE102021114529A1 (de) | 2021-06-07 | 2021-06-07 | Bestimmen und ausgeben einer soll-beschleunigung eines kraftfahrzeugs für ein automatisiertes anfahren des kraftfahrzeugs durch einen abstandsregeltempomat |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2022258260A1 true WO2022258260A1 (de) | 2022-12-15 |
Family
ID=81878015
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2022/061691 WO2022258260A1 (de) | 2021-06-07 | 2022-05-02 | Bestimmen und ausgeben einer soll-beschleunigung eines kraftfahrzeugs für ein automatisiertes anfahren des kraftfahrzeugs durch einen abstandsregeltempomat |
Country Status (5)
Country | Link |
---|---|
JP (1) | JP2024521301A (de) |
KR (1) | KR20230169251A (de) |
CN (1) | CN117377607A (de) |
DE (1) | DE102021114529A1 (de) |
WO (1) | WO2022258260A1 (de) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102022211075A1 (de) | 2022-10-19 | 2024-04-25 | Robert Bosch Gesellschaft mit beschränkter Haftung | Verfahren zur (teil-)automatisierten Fahrgeschwindigkeitsänderung und Fahrzeugsteuerungsvorrichtung |
Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102009049408A1 (de) * | 2008-10-21 | 2010-04-22 | Continental Teves Ag & Co. Ohg | Verfahren und Vorrichtung zur autonomen Anfahrt eines Fahrzeugs |
EP2280368A1 (de) * | 2009-07-28 | 2011-02-02 | Audi Ag | Verfahren zum Betrieb eines Kraftfahrzeuges mit einem Längsführungssystem umfassend eine Fernbereichssensorik und eine Nahbereichssensorik |
DE102011121442A1 (de) | 2011-12-16 | 2013-06-20 | Gm Global Technology Operations, Llc | Autonomes Anfahren |
DE102015202451A1 (de) * | 2015-02-11 | 2016-08-11 | Volkswagen Aktiengesellschaft | Vorrichtung und Verfahren zur Beschleunigung eines Fahrzeugs beim Start an einer Lichtzeichenanlage |
US20190315355A1 (en) | 2016-11-29 | 2019-10-17 | Denso Corporation | Cruise control device |
DE102019200209A1 (de) | 2019-01-10 | 2020-07-16 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Auswahl des Zielobjekts für eine automatische Abstandsregelung eines einspurigen Kraftfahrzeugs |
DE102019214121A1 (de) | 2019-09-17 | 2021-03-18 | Continental Automotive Gmbh | Verfahren zum Betrieb eines Fahrerassistenzsystems |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10241455A1 (de) | 2002-09-07 | 2004-03-18 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Regelung der Geschwindigkeit eines Fahrzeugs |
DE10303415A1 (de) | 2003-01-29 | 2004-08-05 | Voith Turbo Gmbh & Co. Kg | Verfahren zur Optimierung des Fahrverhaltens |
DE102010001045B4 (de) | 2010-01-20 | 2020-12-03 | Robert Bosch Gmbh | Anfahrassistent für Kraftfahrzeuge |
US10724458B2 (en) | 2017-10-10 | 2020-07-28 | Ford Global Technologies, Llc | Methods and system for controlling engine starting |
-
2021
- 2021-06-07 DE DE102021114529.5A patent/DE102021114529A1/de active Pending
-
2022
- 2022-05-02 KR KR1020237038631A patent/KR20230169251A/ko unknown
- 2022-05-02 WO PCT/EP2022/061691 patent/WO2022258260A1/de active Application Filing
- 2022-05-02 JP JP2023571353A patent/JP2024521301A/ja active Pending
- 2022-05-02 CN CN202280037828.7A patent/CN117377607A/zh active Pending
Patent Citations (7)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102009049408A1 (de) * | 2008-10-21 | 2010-04-22 | Continental Teves Ag & Co. Ohg | Verfahren und Vorrichtung zur autonomen Anfahrt eines Fahrzeugs |
EP2280368A1 (de) * | 2009-07-28 | 2011-02-02 | Audi Ag | Verfahren zum Betrieb eines Kraftfahrzeuges mit einem Längsführungssystem umfassend eine Fernbereichssensorik und eine Nahbereichssensorik |
DE102011121442A1 (de) | 2011-12-16 | 2013-06-20 | Gm Global Technology Operations, Llc | Autonomes Anfahren |
DE102015202451A1 (de) * | 2015-02-11 | 2016-08-11 | Volkswagen Aktiengesellschaft | Vorrichtung und Verfahren zur Beschleunigung eines Fahrzeugs beim Start an einer Lichtzeichenanlage |
US20190315355A1 (en) | 2016-11-29 | 2019-10-17 | Denso Corporation | Cruise control device |
DE102019200209A1 (de) | 2019-01-10 | 2020-07-16 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Auswahl des Zielobjekts für eine automatische Abstandsregelung eines einspurigen Kraftfahrzeugs |
DE102019214121A1 (de) | 2019-09-17 | 2021-03-18 | Continental Automotive Gmbh | Verfahren zum Betrieb eines Fahrerassistenzsystems |
Also Published As
Publication number | Publication date |
---|---|
KR20230169251A (ko) | 2023-12-15 |
CN117377607A (zh) | 2024-01-09 |
DE102021114529A1 (de) | 2022-12-08 |
JP2024521301A (ja) | 2024-05-31 |
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