WO2020002166A1 - Procédé pour la génération d'un signal de commande pour un véhicule ainsi que dispositif pour ce faire - Google Patents

Procédé pour la génération d'un signal de commande pour un véhicule ainsi que dispositif pour ce faire Download PDF

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Publication number
WO2020002166A1
WO2020002166A1 PCT/EP2019/066549 EP2019066549W WO2020002166A1 WO 2020002166 A1 WO2020002166 A1 WO 2020002166A1 EP 2019066549 W EP2019066549 W EP 2019066549W WO 2020002166 A1 WO2020002166 A1 WO 2020002166A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
route
information
traveled
friction
Prior art date
Application number
PCT/EP2019/066549
Other languages
German (de)
English (en)
Inventor
Urs Natzschka
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2020002166A1 publication Critical patent/WO2020002166A1/fr

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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
    • 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
    • B60W40/02—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 ambient conditions
    • B60W40/06—Road conditions
    • B60W40/064—Degree of grip
    • 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
    • B60W30/18109—Braking
    • B60W30/18118—Hill holding
    • 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
    • B60W40/02—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 ambient conditions
    • B60W40/06—Road conditions
    • B60W40/068—Road friction coefficient
    • 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
    • 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
    • B60W40/12—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 parameters of the vehicle itself, e.g. tyre models
    • B60W40/13—Load or weight
    • B60W2040/1307—Load distribution on each wheel suspension
    • 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/10—Weight
    • 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
    • B60W2530/20—Tyre data
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/40—Coefficient of friction
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/55—External transmission of data to or from the vehicle using telemetry
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/65—Data transmitted between vehicles
    • 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
    • B60W2720/26—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
    • B60W2756/00—Output or target parameters relating to data
    • B60W2756/10—Involving external transmission of data to or from the vehicle

Definitions

  • DE 101 26 459 CI discloses a system and a method for determining road friction values in the area of a vehicle.
  • the system has a device for determining a current geographical position of the vehicle and at least one transmitting device for transmitting at least road surface friction data, in a further development also gradient data, in the area of the current geographical position of the vehicle to a receiving unit arranged internally or externally of the vehicle on.
  • a coefficient of friction map and a map with information about slope information based on the transmitted information is also disclosed, the current route condition being incorporated into an automatic route guidance of the vehicle, so that a selection of roads that can be driven safely can be made and at the same time the driving dynamics of the vehicles traveling on these roads are adjusted.
  • the invention relates to a method and a device for controlling a vehicle, it being determined as a function of a coefficient of friction for a roadway in a section of the route to be traveled by the vehicle, an incline of the section of the route and relevant data of the vehicle whether there is liability between the vehicle and the roadway in the route section allows the route section to be driven safely without slipping in the longitudinal direction.
  • a method for generating a control signal for a vehicle is proposed,
  • route information including road gradient and coefficient of friction
  • the level of a risk of slipping, in particular slipping, of the vehicle in or against the direction of travel on the route section is determined from the roadway information obtained and the vehicle parameters, and that the control signal is generated if a risk limit value is exceeded.
  • the section of the road to be traveled by the vehicle can in particular be understood to mean a section of a road which, based on a current vehicle position when the vehicle is moving forward, will be reached in the future and lies on a route of the vehicle.
  • the vehicle position can advantageously be determined with a location component connected to the vehicle, such as a receiver for satellite signals from a satellite location system such as GPS, GLONASS or GALILEO.
  • the vehicle position relative to the route section to be traveled can be determined in particular by comparing the vehicle position determined with the location component with a digital map, in which map a traffic route, in particular road network, including the route section to be traveled is depicted.
  • the route section to be traveled then results as part of a route that is still in front of the vehicle, for example, from a vehicle navigation system starting from a current location to a specific destination or, for example, from an electronic horizon component based on possible and likely from the vehicle in the future route sections still to be driven is determined.
  • the coefficient of friction of one and in particular the route section in question is understood to mean a coefficient of friction or coefficient of friction.
  • the coefficient of friction enables the fleas of the frictional forces between the road surface and the vehicle contact points with the road surface to be determined, in the case of a motor vehicle, for example a truck, ie its tires with the road surface.
  • a friction between the vehicle or vehicle preparation and the section of the route is determined on the basis of the relevant vehicle parameters, in particular the vehicle weight, axle load distribution or absolute axle load and tires, and information about the gradient of the section of the route and its nature.
  • the nature of the track of the route section includes conditions due to weather or pollution, such as a film of water, a frost, ice or snow or the like, or a layer of dust, an oil film or chemicals on the road or the like.
  • the information about the road gradient of the route section in question can be recorded by vehicles traveling on the route section and reported via preferably wireless interfaces and then assigned to the route section on the map.
  • information about the road surface condition of the route section of vehicles in traffic can also be recorded using on-board sensors and reported via preferably wireless interfaces.
  • the messages can be reported to other vehicles in the form of a so-called vehicle-to-vehicle, with particular preference being given to addressing other vehicles in the vicinity of a reporting vehicle.
  • the messages can, however, also be transmitted to a central facility, here and hereinafter also referred to as the center, where these are consolidated and aggregated so that they can subsequently be transmitted wirelessly to affected traffic participants, including, for example, the vehicle that has to travel the section of the route.
  • These aggregated messages can be transmitted to the vehicle concerned, for example via radio or mobile radio.
  • the fleas of a risk of slipping, in particular slipping, of the vehicle in or against the direction of travel on the route section in question to be driven can be determined from the information obtained from the roadway information and the vehicle parameters. If one assumes that, in addition to the coefficient of friction of the road surface, the current vehicle weight and the number of wheels are first and foremost determinative for determining a safe flow friction for a controlled ferry operation, the quality of the forecast can be increased by: empirical values are entered in advance on test tracks or field data are evaluated over time and these data are either stored in the vehicle for further calculations or made available via a cloud service. According to the invention, when the risk limit value is exceeded, the control signal is generated by the risk.
  • Slipping here means a brief standstill of the wheels of a braked axle or a brief slip of the wheels of a drive axle, so that the vehicle comes to a standstill when braking or starts or accelerates only when the accelerator pedal is pressed.
  • Slipping means an uncontrolled gliding of the vehicle, which cannot be controlled by drive or brake interventions, so that in the worst case the vehicle only comes to a standstill, for example when slipping onto a surface with a better grip.
  • An initial slipping as a result of accelerator pedal actuation can often also result in slipping.
  • a control signal is understood here to mean a signal which controls a component, which then carries out an action or which triggers a function.
  • the component can be, for example, a driver information system in the vehicle which, in response to the control signal, outputs a warning signal to the vehicle driver, which is preferably relevant to the upcoming critical situation.
  • the component can, for example, also be a driver assistance system, the control signal triggering, for example, locking of a transmission differential of the motor vehicle and thus preventing a wheel of a driven vehicle axle from rotating unilaterally, or which otherwise affects an adjustment of an existing anti-slip control or an anti-lock braking system.
  • the control signal can for example also act on the vehicle drive, for example to influence or adapt the sensitivity of an anti-slip control.
  • the control signal can also act to influence the mode of operation of a vehicle brake system, for example in order to bring the vehicle to a standstill reliably and in a controlled manner in the event of impending slipping by targeted braking interventions, if necessary also only on individual wheels of the vehicle or on different wheels of the vehicle with different parameters , And in a controlled manner it can be understood that the vehicle preferably does not position itself transversely to the direction of the course of the lane, but instead comes to a standstill in the longitudinal direction and thus blocks adjacent driving
  • the component can also be a vehicle navigation system, for example, which is triggered by the control signal, recalculates a driving route based on the current location, with notification and detour of the section of the route that is actually to be traveled, but which is rated as critical for the driving stability of the vehicle.
  • vehicle navigation system for example, which is triggered by the control signal, recalculates a driving route based on the current location, with notification and detour of the section of the route that is actually to be traveled, but which is rated as critical for the driving stability of the vehicle.
  • the information about the coefficient of friction on the section of the route to be traveled can advantageously be received via a communication interface of a device installed and / or operated on the vehicle for generating the control signal.
  • the information about the coefficient of friction on the route section to be traveled can be received by one or more other vehicles which are located in the area of the route section to be traveled.
  • the information about the coefficient of friction on the section of the route to be traveled can also be received by a control center external to the vehicle.
  • topicality of the coefficient of friction information it can also be assigned time stamps or expiry dates, which can be taken into account in the receiving device for carrying out the method when determining the risk, in particular if information about the coefficient of friction or the coefficient of friction is also influencing Values, such as weather information, are more up-to-date from other sources.
  • the vehicle parameters are obtained from a memory in the vehicle.
  • the vehicle parameters can advantageously be recorded using vehicle-specific vehicle sensors and written to the memory.
  • the vehicle parameters can also be recorded continuously or immediately before the time of the risk calculation using vehicle-specific vehicle sensors.
  • the vehicle parameters include the vehicle parameters relevant for the risk calculation. These include in particular a vehicle weight and / or an axle load distribution and / or an absolute axle load, in particular of one or more driven and / or braked vehicle axles, and / or information about the tires of the vehicle.
  • FIG. 1 shows a block diagram of a system for carrying out the method according to the invention, comprising the device according to the invention, which is designed to carry out the method according to the invention,
  • Figure 2 is a flowchart of an embodiment of the inventive method.
  • FIG. 1 shows a vehicle 1, a second vehicle 2, a third vehicle 3 and a control center 4.
  • the vehicle 1 is a motor vehicle, for example a truck.
  • the vehicle has a device 10, which is set up to generate a control signal 15 on the basis of input variables or information received about a section of the route to be traveled by the vehicle if a result of a summary of the information obtained results, that the vehicle 1 slips, in particular slips, on the route section to be traveled in the longitudinal direction, ie along or against the direction of travel.
  • Such slipping or slipping in the longitudinal direction often results in practice from a combination of high vehicle weight, a rising or falling road surface and insufficient friction between the road surface and the vehicle, here in particular the contact points of the vehicle with the road surface, in the case of a motor vehicle as a rule its tires.
  • this can be observed in particular on trucks on inclines or downhill gradients in winter and both with regard to the effects on the flow of traffic, for example as a result of trucks standing overturned or tipping over, as well as the risk potential for the driver as well as the drivers nearby evaluate vehicles in a particularly critical manner.
  • the device 10 accesses information about route sections to be traveled via suitable communication interfaces.
  • a section of the route to be traveled is in particular a section of the route which the vehicle will be able to travel in the future as part of its current journey. This can, for example, be part of a route calculated using a navigation system or part of a probable route that has been determined using an electronic horizon system.
  • the device accesses a locating module 110.
  • This can preferably be a satellite location module for receiving and evaluating GPS, GLONASS and / or GALILEO satellite signals and provides position data 11 of the current vehicle position at its output.
  • the device also accesses a map memory 120, in which a digital map including information about road gradients 12 of route sections depicted or represented in the map is contained.
  • the Map memory 120 can be part of the vehicle or of a system operated in the vehicle, for example a navigation system.
  • the card memory 120 can also be arranged externally with respect to the vehicle 1, for example at an online service provider, and can be connected to the device 10 via a radio communication interface or can be connected if required.
  • Device 10 also accesses information relating to the condition of road sections, in particular coefficients of friction 13 here.
  • this information about friction coefficients 13 can be received via a wireless communication interface 130.
  • a second vehicle 2 and a third vehicle 3 which are located on a section of the route with conspicuous, that is to say deviating from the normal road surface condition, can detect this road surface condition by means of their vehicle-side sensors 25 and 35, respectively or derive from the sensor data.
  • the derived information about the road surface condition in the present case in particular information relating to the friction coefficients of the affected route sections, is identified with identifiers for the affected route sections and as road condition reports 22 by the second vehicle via its second communication interface 21 and 32 by the third vehicle 3 via its third communication interface 31 , for example via mobile radio.
  • the friction values of the affected route sections which are in the road condition reports 22 and 32 in the receiving units, lying in front of the device 10 of the vehicle 1 as well as in a control center 4, can be found in the digital map in the map memory 120 of the vehicle 1 and are mapped in a second card in a second card memory 420 of the control center.
  • the control center 4 is designed to create a coefficient of friction map or database 430 in which the coefficient of friction preferably also includes a time stamp indicating the receipt of the relevant road condition message 32 and / or assign a validity period or an expiry date.
  • the control center 4 is also designed to send the information about sections of the route with conspicuous friction values as traffic reports 42 via a fourth communication interface 41, for example as part of digitally coded traffic reports via radio or alternatively or additionally via mobile radio or other transmission channels.
  • the vehicle 1 also has a memory 140 in which the vehicle parameters 14 are stored.
  • these vehicle parameters include those parameters which, in conjunction with the slope information for a section of the vehicle to be driven by, and the coefficient of friction information available for this section of the route enable a statement to be made as to whether slipping or it is even likely that the vehicle will slip on this section of the route to be traveled.
  • these vehicle parameters include the vehicle weight, the axle loads of the individual vehicle axles, in particular the axle loads of driven and / or braked vehicle axles, axle load distribution or information about the tires of the vehicle 1, somewhat the tread depth, air pressure, rubber compound or age of the tires. Not all of this information must be available, and further information is also possible.
  • Parts of these vehicle parameters 14 stored in the memory 140 are recorded continuously or at regular intervals automatically by means of in-vehicle sensors 150. This applies in particular to vehicle weight taking into account an unladen weight, axle load and axle load distribution. Tire air pressure. Other information such as tread depth or age of the tires can be written into the memory 140 manually, for example, by the vehicle driver or another person, preferably at regular intervals.
  • the device determines the level of a risk of slipping, in particular sliding of the vehicle 1 on these route sections.
  • the device 10 determines the level of a risk of slipping, in particular sliding of the vehicle 1 on these route sections.
  • the device 10 generates the control signal 15 for controlling a component 100 of the vehicle or for triggering a function of the vehicle, for example for issuing a warning message to the driver, which preferably also the type in addition to the affected route section indicates the hazard or the extent of the risk.
  • a function can also be triggered automatically, which the vehicle driver would typically trigger manually in response to such a warning message.
  • a route recalculation can be triggered in a vehicle navigation system, whereby the section of the route that is critically assessed is avoided.
  • step 200 a route from a current location to a destination is determined using a vehicle navigation system.
  • step 210 preferably while the vehicle 1 is traveling, the current position of the vehicle 1 is determined on the basis of the position information 11 obtained from the locating unit 110 and compared with the map data from the digital map contained in the memory 120.
  • step 220 information about route sections still to be traveled is retrieved from the memory 120 on the basis of the determined position of the vehicle 1 and the known driving route of the vehicle 1.
  • This information includes slope data 12 in particular.
  • step 230 information about friction values 13 is obtained via the communication interface 130. These can be distributed using the radio method and received by vehicle 1. In this case, these are compared with the information about route sections still to be traveled, which were loaded in step 220. However, these can also be specifically requested from the control center 4 for the route sections still to be traveled, for example via mobile radio.
  • step 240 the vehicle parameters 14 relevant for determining a slip or slip risk for the vehicle are retrieved from the memory 140.
  • step 250 the risk of the vehicle 1 slipping or slipping on these sections of the route to be traveled is determined by looking at the incline information relating to the route sections still to be traveled ahead, the friction coefficients associated with the section and the vehicle parameters. In the event that this risk exceeds a risk limit on one of the sections of the route still to be traveled
  • step 260 the control signal 15 is output, with which a component 100 of the vehicle 1 is triggered or a vehicle function, for example the output of the warning message, is triggered.
  • steps 200 to 260 are carried out on the basis of the newly calculated route and the sections of the route covered by it.
  • the method does not end, but runs repeatedly, preferably as long as the vehicle 1 is in motion.
  • the method can preferably be implemented in the form of a computer program which is executed on a computing unit or a processor which is part of the device 10.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Human Computer Interaction (AREA)
  • Traffic Control Systems (AREA)
  • Navigation (AREA)

Abstract

L'invention concerne un procédé pour la génération d'un signal de commande (15) pour un véhicule (1), des informations de chaussée, comprenant la pente de la chaussée (12) et un coefficient de friction (13), d'un tronçon de route devant être parcouru par le véhicule (1) étant reçues, caractérisé en ce que des paramètres de véhicule (14) sont reçus, qu'un niveau de risque de glissade, en particulier de dérapage, du véhicule (1) dans ou contre le sens de déplacement sur le tronçon de route étant déterminé à partir des informations de chaussée (12, 13) et des paramètres de véhicule (14) reçus, et que, dans le cas d'un dépassement d'une valeur seuil de risque, le signal de commande (15) est généré, un dispositif pour l'exécution du procédé et un programme informatique.
PCT/EP2019/066549 2018-06-25 2019-06-21 Procédé pour la génération d'un signal de commande pour un véhicule ainsi que dispositif pour ce faire WO2020002166A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018210295.3A DE102018210295A1 (de) 2018-06-25 2018-06-25 Verfahren zur Erzeugung eines Ansteuersignals für ein Fahrzeug sowie Vorrichtung dazu
DE102018210295.3 2018-06-25

Publications (1)

Publication Number Publication Date
WO2020002166A1 true WO2020002166A1 (fr) 2020-01-02

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WO (1) WO2020002166A1 (fr)

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