DE102008019174A1 - Vehicle e.g. passenger car, operating method, involves adjusting and controlling preset vehicle speed and braking torque in dependent of parameters of preceding path and/or in dependent of parameter of ahead-driving vehicle - Google Patents

Abstract

The method involves determining a present vehicle position, information about a present path (S) and a vehicle speed (v) of an own vehicle (1). The speed of the vehicle is controlled and/or regulated based on the determined information. A preset vehicle speed, a momentary drive position, a momentary drive and braking torque are adjusted, regulated and/or controlled in dependent of parameters of the preceding path and/or in dependent of a parameter of an ahead-driving vehicle (2). An independent claim is also included for a device for performing a vehicle operating method, comprising a control and/or regulating unit.

Description

The The invention relates to a method and a device for operating a vehicle in which a current vehicle position, information about a present distance and / or a vehicle speed are determined, based on the information obtained, the vehicle speed controlled and / or regulated.

From the DE 103 45 319 A1 a method and a device for operating a separate vehicle is known, wherein a cruise control unit is provided. The cruise control unit uses information about the current vehicle position as well as upcoming terrain to control the speed of the vehicle with the aim of saving fuel and increasing ride comfort. The current vehicle position is determined by a signal received from a Global Positioning System (GPS). In this case, a speed of the vehicle is controlled on the basis of this information. A cruise control unit that performs such speed control is referred to as an Integrated Predictive Powertrain Control (IPPC) system.

Of the Invention is based on the object, a relation to the The prior art improved method and one opposite state the art improved device.

The The object of the invention relating to the method is by the in Claim 1 specified features solved. With regard to the Device is the task according to the invention the features specified in claim 4 solved.

advantageous Further developments of the invention are the subject of the dependent claims.

at The method of operating a vehicle becomes a current one Vehicle position, information about a present route and / or determines a vehicle speed. Based on the information obtained Preferably, the vehicle speed is controlled and / or regulated. The method of the invention provides for this before that a given vehicle speed, in particular a manually entered desired vehicle speed, For example, a cruise control function, a momentary drive, a momentary drive and / or braking torque depending at least one parameter of the upcoming route and / or depending on at least one parameter of a preceding one Vehicle adapted, in particular regulated and / or controlled, to advantageously fuel consumption of the vehicle to reduce.

Preferably is used in the method according to the invention for the optimization, in particular, reducing fuel consumption a behavior other road users, such. B. further preceding Vehicles, considered.

About that In addition, the inventive method continues to see before, taking into account legal provisions, to optimize travel time as well as driving-related wear, z. B of the service brake, to minimize.

embodiments The invention will be explained in more detail with reference to drawings. Showing:

1 1 is a schematic of an exemplary embodiment of a vehicle speed-controlled distance reduction;

2 1 schematically shows an exemplary embodiment of a vehicle speed-controlled distance increase,

3 schematically an embodiment of a controlled vehicle speed in a gradient, and

4 a block diagram of an apparatus for performing the method.

each other corresponding parts are in all figures with the same reference numerals Mistake.

In the 1 to 3 an embodiment of the application of the method is shown. The show 1 to 3 a section s with a slope m. A first vehicle 1 goes to the slope m, but is still on a level e. A second vehicle 2 drives at a distance a, in particular at a desired distance ds to the first vehicle 1 in front of this and is already on the slope m.

In the first vehicle 1 is an in 4 illustrated device 3 to carry out the method for operating the vehicle 1 (also called own vehicle) arranged.

Furthermore, a coordinate system is shown. On the abscissa, the distance s in m and on the ordinate is the distance a between the first vehicle and the preceding second vehicle 2 located.

The coordinate system describes a distance development between the first vehicle 1 and the second vehicle 2 on a stretch s with different sections e, m and -m using the method. In this case, the route section e represents a largely flat roadway without incline or gradient and is referred to below as plane e. The section m represents a lane course with a slope and is referred to below as the slope m. The route section -m represents a roadway with a gradient and is referred to below as a gradient -m.

This will be the first vehicle 1 Map information of the upcoming route s and their topography provided. Based on this information, it is known that the first vehicle 1 as well as the second vehicle 2 on the road ahead s road lanes with a gradient m and then downhill -m be traveled. This predictive map information is used to advantageously fuel consumption and driving wear, such. B. a braking device of the first vehicle 1 to minimize, while at the same time a certain travel time should be exceeded as little as possible.

For a regulation and / or control of the vehicle speed v of the first vehicle 1 this preferably has detection units which are an environment of the first vehicle 1 , in particular the distance a to the preceding second vehicle 2 and / or a speed difference to the second vehicle 2 to capture.

This includes the first vehicle 1 Sensors or detection units, eg. B. distance sensors, radar sensors, z. As close-range radar sensors or CCD cameras, which in particular the environment of the first vehicle 1 to capture.

By means of an in 4 shown control and / or control unit 4 becomes one for the first vehicle 1 determined in terms of fuel consumption optimized driving strategy, from which for the distance between the first vehicle 1 and the second vehicle ahead of it 2 a location-dependent desired distance ds lying between an upper distance threshold ds _o and a lower distance threshold ds _u results. By adjusting the distance to this desired distance ds is a compliance with a minimum distance to the preceding second vehicle 2 ensured. The desired distance ds preferably corresponds to a distance a, which corresponds to the vehicle speed v of the first vehicle 1 is adjusted.

Still in the plane e, in which the first vehicle 1 is located, corresponds to the distance a between the first vehicle 1 and the second vehicle 2 the desired distance ds. The desired distance ds is z. B. detected by the distance sensors, in addition, the topography of the route ahead s is known, whereby the vehicle speed v of the first vehicle 1 is controlled and / or regulated so that the distance a to the second vehicle 2 in the course of the route approaches the lower distance threshold ds _u .

Subsequently, the vehicle speed v of the first vehicle 1 on the slope m controlled and / or regulated so that this decreases, for example, up to a highest point S of the slope m to a minimum speed. The desired distance ds to the preceding vehicle is preferred by the control and / or regulation 2 for example, increased up to the upper distance threshold ds _o .

In this case, the reduction of the vehicle speed v of the first vehicle 1 taking into account a minimum possible fuel consumption while minimizing the loss of time as well as low wear-related wear realized. The reduction of the vehicle speed v can be done, for example, by rolling without an engaged gear, a roller with engine drag torque, a continuous brakes or a service brake.

The increased nominal distance ds in the range of the slope m of the distance s up to the upper distance threshold ds _o is then reduced in the path area of the slope -m by the slope force without additional fuel consumption, in particular to the lower distance threshold ds _{u of} the desired distance ds.

By on the slope m up to the upper distance threshold ds _o enlarged distance a is preferably unnecessary braking in the gradient -m avoided or it delays the braking process.

If the gradient -m is followed by a dip or a plane e or a slope m, the first vehicle will follow 1 in the gradient -m so controlled that the distance a to the preceding second vehicle 2 is increased to the upper distance threshold ds _o . This makes it possible for a kinetic energy resulting from the gradient -m to be fully utilized in order to gain momentum for a following gradient. This is the maximum possible acceleration of the first vehicle 1 depending on the distance a to the preceding second vehicle 2 determined. Thereby, the distance a becomes the preceding vehicle 1 again reduced to the lower distance threshold ds _u . In the following slope m, fuel is preferably saved as the first vehicle 1 roll out.

In one possible embodiment, overtaking operations of the first vehicle 1 supported by the procedure.

For example, the first vehicle drives 1 this on a multi-lane road, not shown. The second vehicle 2 reduces its vehicle speed, z. B. due to a slope m. The sensors or detection units for detecting the environment of the first vehicle 1 detect a low traffic volume and that no overtaking ban on the route s is given. This information is for example via a digital road map and / or by means of sensors or detection units, for. As an image processing determined. In addition, the first vehicle has 1 over enough engine power. An in 4 illustrated cruise control device 5 for controlling and / or regulating the drive train and its components of the first vehicle 1 In this case, it includes an optimization algorithm which, under fuel aspects, the vehicle speed v of the first vehicle 1 controls, for example, that this is reduced, maintained or accelerated to initiate an overtaking process. Here, under a drive train all components, eg. As engine, transmission, clutch, crankshaft, drive axles, understood which in the vehicle 1 are arranged and transmit the engine torque of the engine to the driving force of the wheels.

If the overtaking operation can be carried out in consideration of the above-mentioned parameters, it is particularly preferable to inform a vehicle driver about a suitable output unit which can also be used as an input unit. Communication between the output unit and the driver may be both unidirectional and bidirectional. So z. B. the driver by means of the input unit express a desire to pass, the device 3 evaluated under fuel-saving as well as driving wear-reducing aspects.

In a further possible embodiment, brake lights of a preceding second vehicle 2 z. B. be detected by a camera. An evaluation unit, not shown, evaluates the detected light signals, whereby the first vehicle 1 Depending on the situation, it can react in an optimal way. The brake light detection can alternatively or additionally to the distance detection means of distance sensors implemented as an algorithm and during operation of the vehicle 1 be taken into account.

In a particularly preferred embodiment of the method, this provides a traffic-adaptive distance control. In this case, a traffic condition, for example, be divided into three phases, eg. Free traffic, synchronized traffic or congestion. Depending on the prevailing traffic condition, especially in the phase transition from dense synchronized traffic to free traffic and vice versa, the powertrain can be controlled via the cruise control device 5 of the first vehicle 1 controlled and / or regulated.

For example, in dense synchronized traffic an influence on the first vehicle 1 given by other road users, not shown. Due to this influence, the first vehicle 1 do not comply with a desired vehicle speed v _G specified by the driver. Therefore, feedback between desired vehicle speed v _G and current vehicle speed v can be performed.

In The traffic congestion phase corresponding to the traffic jam occurs regularly Before that vehicles drive very slowly and always short come to a stop. Especially with heavy trucks starting is a process that consumes a lot of fuel and therefore should be avoided. Exceptions are routes with sufficient strong slope, where the vehicle alone by the Releasing the brake rolls forward.

To minimize stopping / starting operations of the first vehicle 1 Therefore, in one embodiment of the method in traffic jams on slopes that do not allow forward rolling without drive, the target distance ds to the vehicle in front 2 increased to a predetermined maximum distance, on the one hand, a continuation of the vehicle 1 during short stops of the vehicle in front 2 on the other hand is not so large that other vehicles from a neighboring track einscher into the resulting gap. When recognizing a single-lane highway from the digital map, this maximum distance can be selected correspondingly higher, since there is not expected a Einscheren. The increase of the distance can be achieved by a reduction of the drive torque or temporary disengagement. If the vehicle ahead 2 can stop vehicle 1 continue at the lowest sensible speed (eg with idle, further lowering the speed would cause uneconomic driving with slipping clutch). Remains the vehicle 2 stand longer, drive vehicle 1 continues at this speed and shifts to idle in time, leaving it at the latest within a given safety margin behind the vehicle 2 comes to a stop. Only when stationary, the brakes are applied to prevent rolling back. After both vehicles stand, can when starting the vehicle 2 whether it accelerates strongly, which indicates a tail end, or accelerates only slowly, which indicates a gap in the congestion. In the former case should vehicle 1 also start immediately, so as not to delay the congestion resolution, while in the latter case should be approached only when reaching the predetermined maximum distance.

When falling in a traffic jam, rolling a vehicle 1 idle, a different strategy is used. First, the desired distance ds is increased to the aforementioned predetermined maximum distance here as well. To achieve the desired distance ds only the continuous brakes of the truck are used. If the target distance ds can not be achieved by this, the distance to the vehicle will be reduced 2 permitted up to the safety distance to operate the service brake only when necessary. If both vehicles come to a standstill, at medium gradient, at which the vehicle can 1 is released only very slowly by releasing the brake, the brake immediately when starting the vehicle 2 be solved in order not to exceed the maximum distance without coupling. At steeper slopes the vehicle becomes 1 only when reaching the maximum distance or with strong acceleration of the vehicle 2 moved again. In the downhill, it is also conceivable to temporarily switch off the engine during the roll phases, as long as safe steering and braking is still possible. In the case of changes in the gradient, in particular on crests or depressions, powertrain optimization in accordance with the optimized driving strategy can also be used in traffic jams with modified parameters.

Another possible embodiment of the method provides that a vehicle power of a preceding second vehicle 2 as input to the control and / or regulation of the drive train of the first vehicle 1 serves. This will be performance data from the vehicle ahead 2 to your own vehicle 1 transmitted by vehicle-to-vehicle communication or vehicle infrastructure communication. The vehicle-vehicle communication can also serve to transmit speed and position data, so that the subsequent vehicle 1 can optimize his driving strategy.

For example, with a reduction in the vehicle speed of the second vehicle 2 For example, on a slope m, the first vehicle 1 a power estimate of the second vehicle 2 based on the transmitted performance data of the preceding vehicle 2 carry out. Based on this power estimate, the powertrain optimization can be 5 of the first vehicle 1 be adapted. In this case, a possible reduction in the vehicle speed of the second vehicle 2 be estimated and identified on a slope m even if the second vehicle 2 is out of range of the distance sensors.

The power estimation may alternatively include vehicle-vehicle communication alone based on the reduction in the speed of the vehicle 2 done on a slope.

Based on a vehicle speed profile of the second vehicle 2 as well as the information about the present route s can be additionally estimated whether it is the second vehicle 2 For example, it is a truck that is unaffected by a preceding vehicle that is not shown, that is limited by its engine power, or whether the second vehicle 2 could drive faster.

In slopes -m plays an available braking power of the first vehicle 1 an essential role for the maximum possible vehicle speed. This can be achieved by combining estimated states, such. B. braking power and mass of the preceding second vehicle 2 and a separate performance profile, such as vehicle states and parameters of the following vehicle 1 , a speed profile can be estimated and predicted that will optimize the operation of the vehicle 1 , in particular an optimized control and / or regulation possible.

Prefers can also be foresighted using the captured or transmitted information of the present route s, in particular the topography, z. B. the identified gradients m, Slope -m, planes e and / or curvatures, a vehicle condition and vehicle or performance parameters, such as B. drive power, braking power, vehicle mass and driving resistance, to be appreciated.

Another embodiment of the method relates to a possible driving strategy of a first vehicle 1 in a preceding second vehicle 2 with this having a lower engine power. The second vehicle 2 loses z. B. due to its low engine power on a slope m of speed and reached shortly before the highest point S of the slope m its minimum speed. The method provides that this speed loss of the second vehicle 2 based on the reduced desired distance ds from the first vehicle 1 can be determined. The vehicle speed v of the first vehicle 1 is about the powertrain 5 thereby controlled and / or regulated so that the vehicle speed v is reduced before or on the slope m, so that own vehicle 1 before or on the slope m "lets fall back" a bit. This allows the first vehicle 1 reach the highest point S of the slope m with a substantially constant vehicle speed v and thus fewer speed step circuits.

Furthermore, the drive train 5 controlled and / or regulated such that at the highest point S of the slope m, the vehicle speed v is increased and the desired distance ds, for example, down to the lower distance setpoint ds _u again. On the slope -m will then in your own, thus the first vehicle 1 the rolling process is activated, so that without initiating a braking operation, in particular the lower distance setpoint ds _{u of} the desired distance ds (= predeterminable minimum distance) is achieved. As a result, the duration of the fuel-saving rolling process on the dome can be maximized.

Furthermore, it can often be difficult to estimate on a slope m whether the vehicle's own engine power 1 sufficient to the preceding second vehicle 2 to be able to overtake s on the route ahead. The maximum speed that can be driven in a downhill slope also depends on the vehicle mass, because with increasing vehicle mass, a higher braking power is required to reduce the vehicle speed. Thus, for example, in a section of the road which has a gradient -m, an available braking power is decisive for an overtaking operation, since with a larger available braking power the gradient -m can be traveled faster. In one possible embodiment, the method therefore provides that a maximum possible vehicle speed of the first vehicle 1 based on the topography of the present section and the vehicle performance of at least one's own vehicle 1 and / or the second vehicle 2 be determined.

Likewise, the vehicle speed of the second vehicle 2 , In particular, taking into account the previously determined engine power, or in the fall, are determined taking into account the previously determined braking power. As a result, it can be determined whether an overtaking procedure can be carried out and which partial route is required. If this leg is below a predefinable threshold value, the vehicle driver may be recommended to use the output unit to overtake. Is z. B. from the information of the present route, for example, a passing ban known, such a recommendation is not issued in an advantageous manner.

In a further advantageous embodiment of the method, with the aid of a vehicle-to-vehicle communication or a vehicle infrastructure communication, the preceding second vehicle 2 the first vehicle 1 transmit its performance data, in particular vehicle performance. Based on received and the cruise control device 5 supplied data, the vehicle speed v via the drive train of the first vehicle 1 optimally controlled and / or regulated. In addition, with the aid of the information of the present route section, suitable sections could be used for an overtaking operation for overtaking the second vehicle 2 be determined. The vehicle-to-vehicle communication may also be used for transmission of vehicle speed and vehicle position data, whereby the first vehicle 1 can optimize its driving strategy, even if the vehicle in front driving ahead 2 out of range, for example, the distance sensors is located.

In addition to the optimization of fuel consumption can be an adjustment of the control and / or regulation of the drive train 5 contribute to a prevailing traffic situation to a higher driver acceptance. By adapting to the current traffic situation, the vehicle speed v can be varied such that, for example, in dense traffic, the vehicle speed v is less reduced before a highest point S of a slope m so as not to provoke other road users to initiate overtaking. In free traffic, varying the vehicle speed v of the first vehicle 1 be controlled and / or regulated so efficiently that the fuel consumption is reduced.

In a further embodiment of the invention, a sensor device on the first vehicle can be used to avoid overtaking processes, which are recognized by other road users but can not be stopped due to a lack of vehicle power 1 be provided, which detects whether another not shown vehicle has been set to overtake. For this purpose, z. As radar sensors, a sensor for blind spot monitoring and / or a vehicle-to-vehicle communication can be used. In this embodiment, the control and / or regulation of the drive train 5 be adapted so that the overtaking vehicle is allowed to complete the overtaking process, taking into account the minimization of fuel consumption.

For example, in commercial vehicles rolling out of hills or uphills on highways often causes a subsequent commercial vehicle ausschert and attaches to overtake, as this driver does not drive optimal fuel and constantly wants to drive the maximum speed. Because the optimally regulated vehicle 1 shortly after the top (= highest point S) takes up again by rolling downhill, the overtaking vehicle can not complete its overtaking often and especially in the gradient -m no longer overtake, because now the regulated vehicle 1 also the permissible maximum speed runs. By adjusting the control and / or regulation of the operation of the vehicle 1 to the traffic environment and thus also to another overtaking road users, the speed v of the vehicle 1 be varied so that, for example, in dense traffic, the speed v is less reduced before hummocks and thus no futile overtaking maneuvers other road users are triggered.

In addition, another embodiment provides that a cruise control unit or cruise control device 5 in the first vehicle 1 a driving style, in particular the vehicle speed of the preceding second vehicle 2 mimics. If z. B. the second vehicle 2 reduces its vehicle speed at a time at which the distance to the subsequent first vehicle is, for example, 70 m, the first vehicle 1 , if the lower distance threshold ds _{u is} not already underrun, drive another 70 m with its current vehicle speed v, before it also has to reduce its vehicle speed.

In a further embodiment, the preceding vehicle 2 may be a vehicle equipped with a so-called IPPC (Integrated Predictive Powertrain Control) system. In this case, your own vehicle 1 drive even without such an IPPC system consumption optimal, since it according to the driving style of the vehicle ahead 2 is controlled and / or regulated and there the driving style of the preceding vehicle 2 is already optimized due to the regulation with the IPPC plant.

If both vehicles 1 and 2 have a vehicle-to-vehicle communication device, can be determined by the IPPC system optimal control of the preceding vehicle 2 to the following vehicle 1 transmitted without IPPC system and used by this for controlling and / or regulating their own driving.

Especially preferred is the method in trucks, passenger cars and other motor vehicles applicable.

In 4 is a block diagram of a device 3 for controlling and / or regulating the drive train 5 shown.

In this case, the cruise control device 5 and / or the evaluation unit as input data, for example via the satellite-based navigation system 6 ascertained vehicle position Fp, information about the preceding route s and the means of detection units 7 or sensors determined distance a supplied to the control and / or regulation of the drive train.

In a not shown storage unit of the cruise control device 5 The information IS of the preceding route s, in particular the topology and the optimization algorithm O of the fuel consumption and information on the reduction of driving-related wear are stored.

The cruise control device 5 can generate output signals for a desired distance ds, a desired and thus desired vehicle speed V _G , a throttle D, a setting FS and / or a control gain Sv based on the input signals. All these output signals are input signals for a control and / or control unit 4 that the vehicle 1 so that it follows, for example, a calculated velocity trajectory and / or a calculated distance a.

In detail, a corresponding accelerator pedal position and / or a fuel injection are set and controlled or regulated. The or the output signals of the cruise control device 5 can take negative values if the cruise control device 5 a reduction in vehicle speed v _G calls. Also, a desired speed FS and a control gain Sv can be set and controlled. The negative throttle values are in the control unit 4 then converted into a braking torque B. The desired speed It will be in the control unit 4 converted according to the actual vehicle speed v in the target driving FS _S.

through of the method according to the invention are different Consumption-optimized driving with appropriate control and / or Regulation of the vehicle speed v and / or the distance a possible.

1

first vehicle

2

second vehicle

3

contraption

4

Rule- and / or control unit

5

cruise control device

6

satellite-based navigation system

S

highest Point of the slope

O

optimization algorithm

D

throttling

fp

vehicle position

FS

driving position

FS _S

Should gear

I _s

information of the present / preceding Section of track or the route

B

brake signal

Sv

Control gain

s

route

m

pitch

-m

gradient

e

level

a

distance

ds

target distance

ds _u

lower Distance setpoint

ds _o

upper Distance setpoint

v

vehicle speed

V _G

desired vehicle speed

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• - DE 10345319 A1 [0002]

Claims (6)

Method for operating a first vehicle ( 1 ), in which a current vehicle position (Fp), information (I _s ) over a present distance (s) and / or a vehicle speed (v) is determined, based on the information obtained, the vehicle speed (v) is controlled and / or regulated , characterized in that a predetermined vehicle speed (V _G ), a momentary drive stage (FS), a momentary drive and / or braking torque (B) in dependence on at least one parameter of the upcoming route (s) and / or in dependence on at least a parameter of a preceding second vehicle ( 2 ), in particular regulated and / or controlled. A method according to claim 1, characterized in that the predetermined vehicle speed (V _G ), the instantaneous drive level (FS), the instantaneous drive and / or braking torque (B) as a function of a distance (a) to the preceding second vehicle ( 2 ) and / or a speed difference, in particular regulated and / or controlled. Method according to claim 1, characterized in that that a drive train is controlled and / or regulated. Apparatus for carrying out the method according to one of claims 1 to 3, wherein detection units are provided, by means of which a current vehicle position (Fp), information (I _s ) over a distance (s) and / or a vehicle speed (v) can be determined a control and / or regulating unit ( 4 ) is provided, which controls and / or regulates the vehicle speed (v) on the basis of the ascertained information, characterized in that the control and / or regulating unit ( 4 ) a given vehicle speed (V _G ), a momentary drive (FS), a momentary drive and / or a braking torque (B) in dependence on at least one parameter of the upcoming distance (s) and / or in dependence on at least one parameter of preceding second vehicle ( 2 ), in particular regulates and / or controls. Device according to Claim 4, characterized in that the control and / or regulating unit ( 4 ) the predetermined vehicle speed (V _G ), the instantaneous drive stage (FS), the instantaneous drive and / or braking torque (B) as a function of a distance a from the preceding second vehicle ( 2 ) and / or a speed difference adapts, in particular regulates and / or controls. Device according to one of claims 4 or 5, characterized in that the control and / or regulating unit ( 4 ) controls and / or controls a drive train.