CN100398352C - 优化制动顺序的方法 - Google Patents
优化制动顺序的方法 Download PDFInfo
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Abstract
一种用于在车辆中优化制动顺序的方法,车辆包括有自动传动装置(3)和变速箱(9)以及自动巡航控制器,其中,自动巡航控制器考虑与前方车辆之间的距离,控制加速和制动来获得指定的速度。连续进行车辆将来会如何行驶的数据模拟,用于换档发生时的发动机转速、换档步骤和制动顺序的一系列不同组合,并且选择将是最佳的、与换档程序表有关的制动顺序。车辆装备有至少两套不同的制动系统,例如主制动器和辅助制动器(48,6)。系统选择用有最小磨损趋势的制动系统进行主要制动。
Description
技术领域
本发明涉及一种用于在车辆中优化制动顺序的方法,该车辆包括有自动传动装置和变速箱以及自动巡航控制器。
发明也涉及一种计算机程序,用于使计算机执行这样一种方法。
背景技术
车辆的自适应巡航控制器,ACC,测量与前方车辆之间的距离。使用距离信息来修改自适应巡航控制器,使得与前方车辆之间的距离决不会小于预定值。
当前方车辆比所述车辆跑的更慢时,自适应巡航控制器必须确保所述车辆被制动。这可以通过多种方式完成。例如,所述车辆发动机的燃油供应完全切断,使得车辆慢下来。如果所有的燃油被切断并且需要附加的制动,这可以利用车辆的主制动器来完成。使用主制动器的缺点在于主制动器是具有磨损趋势的摩擦制动器。由于这个原因,尤其在重型货车上,经常用到所谓辅助制动器。辅助制动器的实例有发动机压缩制动器和减速制动器。当辅助制动器布置在车辆的发动机中或发动机和变速箱之间时,档位的选择对于什么样的制动力实施给车辆驱动轮是非常重要的。
US 6076622所示的带有巡航控制器的车辆中,巡航控制器也可以控制档位选择和辅助制动。采用这种解决方案的问题在于,档位选择和辅助制动不能关于未来的地形而被优化。例如,在陡峭的长下坡的开始,不会选择足够低的档,最终导致在斜坡上相对早期的阶段,辅助制动力不足,并且为了避免撞到前方车辆,和主制动器一起有必要执行附加制动。
FR 2813397所示的带有巡航控制器的车辆中,带有利用位置确定(GPS,全球定位系统)的导航系统的控制系统,预先计算最高点和最低点,也就是对于车辆行驶即将迫近的道路,从上坡坡度到下坡坡度的转变,反之亦然。考虑到车辆行驶的道路上的最高点和最低点,控制系统控制车辆主制动器的加速和制动来优化与前方车辆之间的距离。采用这种解决方案的问题在于,不能考虑制动器磨损和档位选择来选择最有利的制动顺序。此外,巡航控制器执行控制所依据的未来地形被大大的简化。仅仅计算了沿着车辆行驶的道路的坡度转变。坡度转变之间的地形没有考虑进去。
SE 0103630-0显示了一种带有巡航控制器的已知的发动机驱动的车辆,其中,控制系统利用带有位置确定(GPS,全球定位系统)的导航系统或通过外推法来计算未来地形。通过模拟,控制系统通过控制加速和制动来选择与未来地形匹配的加速和/或减速。采用这种解决方案的问题在于,不能考虑制动器磨损、档位选择和与前方车辆之间的距离来选择最有利的制动顺序。
因此,与上面的背景技术相反,本发明的任务在于,在带有ACC型(自适应巡航控制)的巡航控制器的车辆中,使用加速功能、制动功能和测量与前方车辆之间距离,能够以最优化的方式控制车辆的制动顺序。
发明内容
本发明的方法包括用于在车辆中优化制动顺序的方法,车辆包括有自动传动装置和变速箱以及自动巡航控制器,该巡航控制器考虑与前方车辆之间的距离控制加速和制动来获得指定的速度。该方法的特征在于,连续进行车辆将来会如何行驶的数据模拟,用于一系列换档发生时的发动机转速、换档步骤和制动顺序的彼此不同的组合,并且选择将在给定条件下与换档程序表有关的制动顺序,该制动顺序采用这样的方式优化,使得对于预定的最终速度,获得均匀而充分的减速。
本发明的方法的优点在于,在给定条件的基础上,车辆以最佳的方式制动。对于所选的最佳制动顺序,将选择正确的换档程序表和充足的制动力,从而获得需要的减速。
依据本发明的方法有利的第二实施例,车辆装备有至少两套不同的制动系统,并且当选择换档程序表和制动顺序时,所述巡航控制器选择用有最小磨损趋势的制动系统进行主要制动。制动系统可以由至少一个主制动器和至少一个辅助制动器组成。
第二实施例的优点在于,本发明的方法确保有磨损趋势的制动器,比如主制动器,最低限度的被磨损。在更大程度上利用磨损趋势较小的辅助制动器。
附图说明
以下将参考附图更加详细的说明本发明,为了示例的目的,附图显示了本发明附加的优选实施例。
图1为依据本发明第一实施例的动力传动系统的示意图;
图2为第二控制单元的输入的总视图;
图3为依据本发明第二实施例的动力传动系统的示意图。
具体实施方式
图1为依据本发明用于优化车辆中制动顺序的系统的第一实施例的示意图。发动机1通过其输出轴连接到自动变速箱9,该自动变速箱9位于发动机1和驱动轮8之间,通常使车辆可以用几个不同的档位行驶。为了获得更多的档位,变速箱9可以装备辅助变速箱(例如拼合齿轮或高低档变速齿轮)。自动盘式离合器3布置在发动机和变速箱之间,用于将转矩从发动机1传递到变速箱9。初级辅助制动器48布置在发动机1中。需要注意的是,初级辅助制动器48也可以布置在发动机1和变速箱9之间或布置在变速箱中其输入轴上。辅助制动器,例如压缩制动型辅助制动器,布置在发动机1中,而减速制动器通常布置在变速箱9的输入轴上。驱动轴7将辅助制动器48和发动机1的力从变速箱9通过后轴10向外传递到驱动轮8。
此外,图中显示了控制发动机1的第一控制单元60、控制变速器的第二控制单元45、连接到变速器控制单元45的手动档位选择器46、控制车辆主制动器(图中未示)的第三控制单元50以及控制车辆中几个功能的内部控制单元49,包括有巡航控制器(图中未示)。辅助制动器48通过第一控制单元60受第二控制单元45控制。辅助制动器48为压缩型或均压型。控制单元采用集成的方式,通过在其它的装置之间利用相互之间的传感器相互通信。
控制单元60、50、45和49优选的由带有微处理器和存储单元的控制计算机单元组成。控制计算机单元可以是车载计算机系统的一部分,或者另外的选择是,可以由一些其它的控制装置组成,或者可以是车辆中独立的单元。
巡航控制器(图中未示)为已知的类型,有ON/OFF、SET/COAST和RESUME/ACCEL功能。此外,巡航控制器包括有持续测量与前方车辆之间距离的装置。测量距离的装置可以是,比如,雷达型或激光型。
依据本发明,当控制单元45从内部控制单元49收到输入信号,表明与前方车辆之间的距离正在变小或将要变小并且接近于预定的最小距离时,执行数据模拟,用于未来的制动顺序。所述最小距离可以依据车辆相互之间的相对速度、路面和/或车辆是否行驶在上坡或下坡而变化。此外,最小距离可以依赖于不同制动系统的状态/能力和/或所述车辆的重重。
图2为为了能够执行数据模拟控制单元45需要的输入的示意图。在本发明中,模拟结果可以受到用于手动或自动控制参数加权的控制器300影响,加权为驾驶员选择的行驶特性提供了标准。
控制器300与控制单元45通信。电子地图340,比如存储在CD-ROM(只读存储光盘)中的电子地图,包括有数据模拟必须的关于区域地形[TN]的信息,这些信息至少是车辆行驶的道路的坡度或高度值,比如以海平面为参考的值。数据模拟包括从仪表和传感器310传来的参数320,所述仪表和传感器可以依据已知技术获得。就所述车辆而言,这些参数至少包括车辆或车辆组合的重量、当前车速、档位变化、效率水平、发动机转速、当前位置、道路坡度(不是从电子地图获得)以及向前运动的阻力。向前运动的阻力是指控制单元45基于表明当前发动机转矩、当前车辆加速度和质量的信号计算出的值,其中,信号组成了道路坡度、任何顺风或逆风以及车辆滚动阻力的表示。此外,还要考虑与前方车辆之间距离的信息、前方车辆的速度以及前方车辆速度变化的测量。
控制单元45包括辅助制动模块310,该辅助制动模块至少包括制动力矩,制动力矩为发动机转速的函数。有了必要的信息,控制单元45可以计算(在一段预定时间周期内模拟)从初始速度到最终速度的制动顺序,基于给定条件,通过用模拟和时间步数解方程计算制动顺序,用于一组不同的档位、换档程序表和制动力。通过比较计算得到的制动顺序,选择由辅助制动器产生的最佳换档程序表和最佳制动力控制。所选的制动力可以随时间的变化而变化。同样的,计算用于制动顺序的换档程序表,也就是,在制动顺序中,控制单元45至少一次在特别选定的点及时的换档到所选的档位。估算用于制动顺序的档位差的大小,比如从六档变为五档或从六档变为四档。如果辅助制动器的制动力经过计算是不足的,那么,根据控制器300进行的加权是怎样的,控制单元45将会选择采用辅助制动器48尽可能多和尽可能长的进行制动,并且选择将主制动器的制动力补充给总的制动力,来获得足够的减速。控制器300的不同设置意味着,控制单元45选择制动顺序,使得减速对于车辆乘员尽可能的舒服。从而,制动顺序选择为,尽可能的均匀减速,并且在减速上尽可能的平滑变化,尤其是在制动顺序开始和结束时。
图3为本发明的第二优选实施例。依据图3的实施例与图1中实施例不同之处在于,次级辅助制动器6连接到变速箱9的输出轴。次级辅助制动器通常为水力或电磁减速器型。车辆驱动轴7通常连接到次级辅助制动器的输出轴。依据图示的实例,次级辅助制动器6由内部控制单元49控制。从而次级辅助制动器在制动顺序模拟期间通过控制单元45被考虑进去。基于给定条件和通过控制器300选择的控制参数加权,选择控制辅助制动器、变速箱和主制动器的最佳方式,在这个实施例中,控制器300也可以包括关于各个辅助制动器在制动顺序中被利用到什么程度的加权。
在附加实施例中,车辆可以装备有附加的不同类型的辅助制动器。从而,通过这些辅助制动器应用到不同程度以及不同的换档程序表,模拟不同的制动情况,选择与换档程序表相关的最佳制动顺序。
当然,本发明并不局限于上述实施例,可以在权利要求书的范围内变化。
Claims (5)
1.一种用于在车辆中优化制动顺序的方法,该车辆包括有自动传动装置(3)和变速箱(9)以及自动巡航控制器,该巡航控制器考虑与前方车辆之间的距离,控制加速和制动来获得指定速度,其特征在于:连续进行车辆将来会如何行驶的数据模拟,用于一组彼此不同的换档发生时的发动机转速、换档程序表和制动顺序的组合;并且选择将在给定条件下与换档程序表有关的制动顺序,该制动顺序被优化成使得对于预定的最终速度,获得均匀而充分的减速。
2.如权利要求1所述的方法,其特征在于:车辆装备有至少两套不同的制动系统(48,6),并且当选择换档程序表和制动顺序时,所述巡航控制器选择用有最小磨损趋势的制动系统(48,6)进行主要制动。
3.如权利要求1或2所述的方法,其特征在于:制动系统由至少一个主制动器和至少一个辅助制动器(48,6)组成。
4.如权利要求1或2所述的方法,其特征在于:辅助制动器(48,6)的制动力是依赖于变速箱(9)中选择的档位。
5.如权利要求1所述的方法,其特征在于:当前车辆位置通过定位系统(330,340)确定,该定位系统连接到控制单元(45),用于确定车辆的当前位置。
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DE102007018733A1 (de) * | 2007-04-20 | 2008-10-23 | Volkswagen Ag | Verfahren zum Bestimmen einer Geschwindigkeitsfunktion zum Verzögern eines Fahrzeugs |
SE531835C2 (sv) * | 2007-12-03 | 2009-08-25 | Scania Cv Abp | Förfarande och anordning för att stödja en reglerstrategi för framförandet av ett fordon |
DE102009033953B4 (de) | 2008-07-23 | 2022-06-09 | GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) | Fahrzeuggeschwindigkeitsregelung unter Verwendung von Fahrzeugbremsen in einem Fahrgeschwindigkeitsregelungsmodus |
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DE102010006643A1 (de) * | 2010-02-03 | 2011-08-04 | GM Global Technology Operations LLC, ( n. d. Ges. d. Staates Delaware ), Mich. | Verfahren zur Steuerung eines Automatikgetriebes eines Kraftfahrzeugs, Steuervorrichtung für ein Automatikgetriebe eines Kraftfahrzeugs und Kraftfahrzeug |
DE102010048326A1 (de) * | 2010-10-13 | 2012-04-19 | Man Truck & Bus Ag | Verfahren und Vorrichtung zum Betrieb eines Fahrzeugs, insbesondere eines Kraft- oder Nutzfahrzeuges |
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SE525479C2 (sv) | 2005-03-01 |
DE602004007805T2 (de) | 2008-04-17 |
SE0302069L (sv) | 2005-01-11 |
ATE367947T1 (de) | 2007-08-15 |
SE0302069D0 (sv) | 2003-07-10 |
DE602004007805D1 (de) | 2007-09-06 |
WO2005005191A1 (en) | 2005-01-20 |
BRPI0412433A (pt) | 2006-09-05 |
ES2290718T3 (es) | 2008-02-16 |
EP1646524A1 (en) | 2006-04-19 |
EP1646524B1 (en) | 2007-07-25 |
CN1822966A (zh) | 2006-08-23 |
US20060279137A1 (en) | 2006-12-14 |
US7401868B2 (en) | 2008-07-22 |
BRPI0412433B1 (pt) | 2017-03-28 |
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