CN106794763A - 控制加速踏板系统的反作用力的方法 - Google Patents

控制加速踏板系统的反作用力的方法 Download PDF

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CN106794763A
CN106794763A CN201480081997.6A CN201480081997A CN106794763A CN 106794763 A CN106794763 A CN 106794763A CN 201480081997 A CN201480081997 A CN 201480081997A CN 106794763 A CN106794763 A CN 106794763A
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speed
accelerator pedal
vehicle speed
voltage levels
motor vehicles
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CN106794763B (zh
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格雷戈里·弗洛伦廷
弗洛里安·佩雷龙
阿诺·尚萨旺
克里斯托弗·戈捷
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Volvo Truck Corp
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    • B60K31/08—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 fluid pressure actuated servomechanism in which the vehicle velocity affecting element is actuated by fluid pressure and one or more electrical components for establishing or regulating input pressure
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    • 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
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    • 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
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    • B60K2310/00—Arrangements, adaptations or methods for cruise controls
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    • B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
    • B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
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    • 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
    • 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
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    • B60W2520/00—Input parameters relating to overall vehicle dynamics
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
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    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
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Abstract

一种控制机动车辆从当前车速加速的方法，其中所述机动车辆包括加速踏板系统(3、7、8、9、10)，当加速踏板(3)的下压程度达到给定的下压水平时，该加速踏板系统能够在加速踏板(3)上产生附加的反作用力(Radd)。本方法包括以下步骤：(a)测量当前车速；(b)至少根据当前车速确定机动车辆的目标速度，或根据当前车速确定最大加速率；c)确定加速踏板的(3)的至少一个阈值下压水平(αi)，该阈值下压水平对应于车速稳定在目标车速下或对应于最大加速率；(d)如果加速踏板(3)的下压程度达到或即将达到所述阈值下压水平(αi)，则在加速踏板(3)上产生附加的反作用力(Radd)；其中，在车速增加时，至少所述步骤a)、b)和c)被自动重复。

Description

控制加速踏板系统的反作用力的方法
技术领域
本发明涉及一种用于控制施加在机动车辆的加速踏板上的反作用力以改善环保驾驶(eco-driving)的方法。
背景技术
典型地，在机动车辆上设有加速踏板系统，并且驾驶员的脚压下加速踏板以提高车速。
依据传统的加速踏板系统，加速踏板经由电路并经由至少一个电执行器连接到节流阀，以依据加速踏板的位置变化来改变节流阀的开度。
机动车辆一般设有限速器，其中，车速的目标速度可由驾驶员调节。这种情况下，在根据目标车速确定的、加速踏板的某一阈值下压角度(threshold depression angle)下，典型地由电动机将附加反作用力施加于加速踏板。该附加反作用力通常在车速接近目标车速时作用在加速踏板上，以便在每次加速踏板的下压角度达到所述阈值下压角度时限制或减小发动机的加速率(acceleration rate)，从而使车辆不超过目标速度。
这种普通的速度限制器不鼓励驾驶员进行环保驾驶以减少车辆的燃料消耗，因为只要车辆的当前速度远低于目标速度，驾驶员就尽可能以高速率控制车辆及其发动机的加速，而不触发附加的反作用力。
因此很明显，在控制施加在机动车辆的加速踏板上的反作用力以改善环保驾驶并减少机动车辆的燃料消耗方面，仍有改进空间。
发明内容
本发明的目的在于提供一种从环保驾驶角度改善了的机动车辆，它能克服传统机动车辆中遇到的缺陷。
本发明涉及一种用于控制机动车辆从当前车速加速的方法。其中，所述机动车辆包括加速踏板系统，当加速踏板的下压程度达到或即将达到给定的下压水平时，该加速踏板系统能够在加速踏板上产生附加的反作用力。
所述方法包括以下步骤：
a)测量当前车速；
b)至少根据当前车速来确定机动车辆的目标车速，或根据当前车速来确定最大加速率；
c)确定加速踏板的至少一个阈值下压水平，该阈值下压水平对应于车速稳定在目标速度下，或对应于最大加速度率；
d)如果加速踏板的下压程度达到或即将达到该阈值下压水平，则在加速踏板上产生附加的反作用力；
其中，当车速增加时，至少上述步骤a)、b)和c)自动重复。
本方法允许在加速阶段限制车辆的加速率。另外，也能够减少加速阶段中的加速峰(acceleration peaks)的数量和这些加速峰的强度水平。
得益于此种控制，可以在车辆的加速阶段期间大大限制车辆的燃料消耗。
附图说明
当结合附图阅读时，将更好地理解本发明的若干实施例的以下详细说明。然而应理解，本发明不限于所公开的具体实施例。
图1示出一种机动车辆的乘员舱的内部；
图2示出了加速踏板的示意图，其带有加速踏板的多个不同的阈值下压角度；
图3代表处于行驶情形中的图1中的机动车辆；
图4是表示依据本发明的用于控制机动车辆的加速的方法的各个步骤的流程图。
具体实施方式
本发明涉及一种用于控制机动车辆从当前速度加速到更高速度的方法。此种机动车辆1被部分地呈现在图1中，并且它可以是卡车、大客车、施工车辆或小轿车。图1示出了乘员舱2，它例如是卡车的驾驶室。机动车辆1通常在乘员舱2中包括加速踏板3，驾驶员的脚4能够压下该加速踏板3，以改变机动车辆1的加速度和速度。
常规地且如图2所示，加速踏板3产生反作用力R，以抵抗由驾驶员的脚施加在加速踏板3上的力F，其中，力F倾向于将加速踏板3朝向乘员舱2的地板5下压，以使机动车辆1加速。
本发明中使用的加速踏板系统6是如下类型的：当加速踏板3的下压程度达到或即将达到给定的下压水平L时，其允许将附加的反作用力Radd施加在加速踏板3上，该附加的反作用力被叠加到反作用力R。
产生这种附加的反作用力Radd，以鼓励驾驶员不将加速踏板3下压超过上述给定的下压水平L。
这种加速踏板系统6(见图2)可以包括：下压水平传感器7，该下压水平传感器7用于检测加速踏板3的下压水平；车速传感器8，该车速传感器8用于测量当前车速Vspd；ECU(电子控制单元)9；和反作用力机构10。例如，ECU 9可以根据所确定的目标速度而计算出如下的阈值下压角度：当处于或超过该阈值下压角度时，可以施加附加的反作用力Radd。反作用力机构10通常可以包括电动机，当加速踏板3在加速阶段期间达到或超过所述阈值下压水平时，该电动机在加速踏板3上产生所述附加的反作用力Radd。
如图2中的示例所适应性地示出的，加速踏板3例如被设计成绕旋转轴线X旋转。因此，在图2的示例中，加速踏板3的阈值下压水平L被表示为阈值下压角度α(α1、α2、α3)。
图3中以流程图示出了根据本发明的方法的实现，它示出了该实现中的主要步骤。
在第一步骤1100中，测量当前车速Vspd。如果机动车辆1没有移动，当前车速Vspd可以是0。
在第二步骤1200中，至少根据当前车速Vspd来确定机动车辆1的目标车速Vtarg。有利地，仅当检测到机动车辆1的加速或检测到驾驶员使机动车辆1加速的意图时，例如，当检测到加速踏板3沿着加速踏板3的死行程(dead stroke)的运动时，才启动第二步骤1200。
在第三步骤1300中，确定加速踏板3的至少一个阈值下压水平Li、αi，该阈值下压水平Li、αi对应于车速稳定在目标车速Vtarg下。
在第四步骤1400中，检查加速踏板3的下压程度是否达到阈值下压水平Li、αi。如果加速踏板3达到了阈值下压水平Li、αi，则在进一步的步骤1500中、在加速踏板3上产生附加的反作用力Radd，以鼓励驾驶员限制对加速踏板3的下压。
在第四步骤1400的一种变形实施方式中，检查加速踏板3的下压程度是否即将达到该阈值下压水平Li、αi。如果加速踏板3即将达到阈值下压水平Li、αi，则在进一步的步骤1500中、在加速踏板3上产生附加的反作用力Radd，以限制对加速踏板3的下压。当加速踏板3的实际位置与阈值下压水平Li、αi之间的距离小于加速踏板3的总行程的5％时，可认为加速踏板3即将达到阈值下压水平Li、αi。
由于条件步骤1600和反馈环1601，在车速Vspd增加时，至少上述步骤1100、1200和1300被自动重复。实际上，在步骤1600中，检查车速是否增加。如果条件步骤1600的结果是“是”，则至少上述步骤1100、1200和1300经由反馈环1601重复进行。
步骤1200和1300的重复可以包括：确定新的目标车速Vtarg+1、以及与车速稳定在新的目标车速Vtarg+1下相对应的新的阈值下压水平Li+1、αi+1。
在步骤1100、1200、1300重复之后，必须在加速踏板3上产生附加的反作用力Radd，步骤1500也重复进行。
如果机动车辆1稳定在给定速度下或正在减速，则条件步骤1600的结果是“否”，并且此方法以步骤2000结束，直到机动车辆1再次加速。
步骤1100、1200和1300可以在每次车速Vspd增加0.1km/h至5km/h之间的速度值时被重复，例如增加1km/h。在一个变型例中，步骤1100、1200和1300可以在车速增加时被连续地重复。
优选根据机动车辆1的实际载荷和/或当前使用的变速箱传动比和/或当前车辆加速度和/或道路的当前坡度和/或当前弯道来确定目标速度Vi和新的目标速度Vi+1。
根据本发明，通过考虑上段描述的参数中的至少一个，可确定目标速度Vtarg和新的目标速度Vtarg+1，使得所述目标速度或新的目标速度均比在步骤1100中测量到的当前车速Vspd高5km/h到30km/h，优选比当前车速Vspd高5km/h到15km/h。
优选地，每次在向上升高传动比时确定新的目标速度Vi+1和新的阈值下压水平Li+1、αi+1。
在图2的实例中，步骤1100、1200和1300被重复多次，使得加速踏板3的多个阈值下压水平α1、α2、α3、α4被确定并且沿着加速踏板的行程连续地分布。
在步骤1200和1300的可选例中，步骤1200可以包括根据当前车速Vspd来确定最大加速率Accmax，并且步骤1300可以包括确定加速踏板3的至少一个阈值下压水平Li、αi，该至少一个阈值下压水平Li、αi对应于所述最大加速率Accmax。
根据步骤1200的可选例，最大加速率Accmax优选被确定为发动机扭矩需求和达到确定的更高速度所需的时间之间的折中。
所述最大加速率Accmax可根据以下公式来计算：
其中：
●Vspd是当前车速；
●Teng是当前发动机扭矩；
●G1是惯性系数，它是机动车辆的重量和当前接合的传动比的函数；
●G2、G3、G4是机动车辆的重量、当前接合的传动比和道路坡度的函数；
●C1是车速、道路坡度、车辆的重量和当前接合的传动比的函数。
根据步骤1200和1300的可选例，步骤1200和1300的重复可以包括：确定新的最大加速率Accmax+1、以及与新的最大加速率Accmax+1相对应的新的阈值下压水平Li+1、αi+1。
优选地，在每次向上升高传动比时，确定新的最大加速率Accmax+1和新的阈值下压水平Li+1、αi+1。
最大加速率Accmax或新的最大加速率Accmax+1有利地被确定为允许机动车辆1达到更高速度，该更高速度被确定为比在步骤1100中测量到的当前车速Vspd高5km/h到30km/h，优选地比当前车速Vspd高5km/h到15km/h。
虽然已经参考本发明的一些实施例示出和描述了本发明，但本领域技术人员将会理解，在不脱离如所附权利要求限定的本发明的精神和范围的情况下，可以在形式和细节上进行修改。

Claims (14)

1.一种控制机动车辆(1)从当前车速(Vspd)加速的方法，其中，所述机动车辆(1)包括加速踏板系统(3、7、8、9、10)，当加速踏板(3)的下压程度达到给定的下压水平(L)时，所述加速踏板系统能够在所述加速踏板(3)上产生附加的反作用力(R)，其特征在于，所述方法包括以下步骤：
a)测量(1100)所述当前车速(Vspd)；
b)至少根据所述当前车速(Vspd)来确定(1200)所述机动车辆(1)的目标速度(Vtarg)，或根据所述当前车速(Vspd)来确定最大加速率(Accmax)；
c)确定(1300)所述加速踏板的(3)的至少一个阈值下压水平(Li、αi)，所述至少一个阈值下压水平对应于所述车速稳定在所述目标车速(Vtarg)下或对应于所述最大加速率(Accmax)；
d)如果所述加速踏板(3)的下压程度达到或即将达到(1400)所述阈值下压水平(Li、αi)，则在所述加速踏板(3)上产生(1500)附加的反作用力(Radd)；
其中，在车速(Vspd)增加时，至少所述步骤a)(1100)、步骤b)(1200)、和步骤c)(1300)被自动重复。
2.如前一权利要求所述的方法，其中，仅当检测到驾驶员使所述所述机动车辆(1)加速的意图或检测到所述机动车辆(1)的加速时，才启动所述步骤b)。
3.如权利要求1或2所述的方法，其中，所述步骤a)(1100)、步骤b)(1200)和步骤c)(1300)在每次车速(Vspd)增加0.1km/h至5km/h之间的速度值时被重复。
4.如权利要求1或2所述的方法，其中，所述步骤a)(1100)、步骤b)(1200)和步骤c)(1300)在车速增加时被连续地重复。
5.如先前权利要求中的任一项所述的方法，其中，所述步骤b)和步骤c)的每次重复包括：确定新的目标速度(Vtarg+1)、以及与车速稳定在所述新的目标车速(Vtarg+1)下相对应的新的阈值下压水平(Li+1、αi+1)。
6.如权利要求5所述的方法，其中，根据所述机动车辆(1)的实际载荷和/或当前采用的变速箱传动比和/或当前车辆加速度和/或道路的当前坡度和/或当前弯道来确定所述目标速度(Vi)和所述新的目标速度(Vi+1)。
7.如权利要求6所述的方法，其中，所述目标速度(Vtarg)和所述新的目标速度(Vi+1)被确定为使得：所述目标速度和所述新的目标速度均比所述当前车速(Vspd)高5km/h到30km/h，优选比所述当前车速(Vspd)高5km/h到15km/h。
8.如权利要求5、6或7所述的方法，其中，在每次向上升高传动比时，确定新的目标速度(Vi+1)和新的阈值下压水平(Li+1、αi+1)。
9.如权利要求1-4中的任一项所述的方法，其中，在所述步骤b)(1200)中，所述最大加速率(Accmax)被确定为发动机扭矩需求和达到确定的更高速度所需的时间之间的折中。
10.如权利要求1、2、3、4或9中的任一项所述的方法，其中，在所述步骤b)(1200)中，根据以下公式来计算所述最大加速率(Accmax)：
其中：
●Vspd是当前车速；
●Teng是当前发动机扭矩；
●G1是惯性系数，它是机动车辆的重量和当前接合的传动比的函数；
●G2、G3、G4是机动车辆的重量、当前接合的传动比和道路坡度的函数；
●C1是车速、道路坡度、车辆重量和当前接合的传动比的函数。
11.如权利要求1、2、3、4、9或10中的任一项所述的方法，其中，所述步骤b)和步骤c)的每次重复包括：确定新的最大加速率(Accmax+1)、以及与所述新的最大加速率(Accmax+1)相对应的新的阈值下压水平(Li+1、αi+1)。
12.如权利要求11所述的方法，其中，在每次向上升高传动比时，确定新的最大加速率(Accmax+1)和新的阈值下压水平(Li+1、αi+1)。
13.如权利要求9到12中的任一项所述的方法，其中，所述最大加速率(Accmax)或所述新的最大加速率(Accmax+1)被确定为允许所述机动车辆(1)达到更高速度，所述更高速度被确定为比所述当前车速(Vspd)高5km/h到30km/h，优选比所述当前车速(Vspd)高5km/h到15km/h。
14.如先前权利要求中的任一项所述的方法，其中，所述加速踏板(3)的多个中间阈值下压水平(α1、α2、α3)被确定并且沿着所述加速踏板(3)的行程连续地分布。
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