DE112014005469T5 - Method and system for controlling a parameter related to the drive of a vehicle - Google Patents

Abstract

The present invention provides a method and system for controlling at least one parameter related to driving a vehicle, wherein the vehicle transports a cargo having a center of gravity that can move in the longitudinal direction of the vehicle. According to the present invention, the system includes a first determining device arranged to determine information relating to a road section ahead of the vehicle. The system also includes a second determining device arranged to determine one or more dynamic characteristics D of the cargo, wherein the one or more dynamic characteristics D relate to the shift of the center of gravity. The system also includes a parameter control device arranged to control the at least one parameter related to the driving of the vehicle based on the at least one or more dynamic characteristics D and the information about the road ahead of the vehicle. The parameter control device executes the control to prevent any adverse influence of the one or more dynamic characteristics D on driving the vehicle for the road section.

Description

Technical area

The present invention relates to a method for the control of at least one parameter related to the driving of a vehicle according to the preamble of claim 1. The present invention also relates to a control of at least one parameter relating to the driving of a vehicle according to the preamble of claim 25 arranged system, and a computer program and a computer program product, which realize the inventive method.

background

The following general description is a description of the background of the present invention and thus does not necessarily represent the prior art.

Many heavy goods vehicles today include the transportation of a cargo whose center of gravity may change. For example, some vehicles, such. B. vehicles that transport tanks, or fire trucks, transport large amounts of liquid. Other types of transport, such as transporting animals or transports with other moving freight units, may also change their focus. In this document, the invention is often explained for viscous loads, d. H. Freights with internal inertia against flow / distribution, but these examples can be easily extended to all types of loads with a center of gravity that can shift. The present invention therefore provides a solution to problems of all types of loads with a center of gravity that can shift, although problems associated with viscous loads are primarily described herein.

The shift of the center of gravity for such vehicle loads usually occurs in the longitudinal direction of the vehicle, i. H. the direction in which the vehicle / vehicle train is most extensive. In other words, this may be expressed as the backward or forward movement of the center of gravity in the vehicle or as the movement of the center of gravity in the direction in which the braking forces or driving forces act on the vehicle. The reason why the center of gravity moves in the longitudinal direction of the vehicle is that the cargo is affected by the acceleration of the vehicle, such acceleration may be positive, ie. that is, it may represent an increase in speed, or it may be negative, i. that is, it may represent a speed-reducing delay.

Vehicles used for the transport of, eg. B., liquids are relatively often equipped with different types of anti-sloshing devices in the areas where the liquid is stored. Such antislip devices are said to reduce the movement of the liquid during vehicle transportation.

Brief description of the invention

Greater viscous cargo may affect the driving of the vehicle in a manner which, on the one hand, may cause a traffic hazard and, on the other hand, may be felt to be very uncomfortable by the driver and / or passengers in the vehicle even if the vehicle is equipped with a spill-proof device is.

For example, it may be that the center of gravity of the liquid, due to its viscous properties, does not follow the braking motion of the vehicle during braking. This may mean that the vehicle, after it has braked and stopped, is acted upon by a forward force due to the movement of the center of gravity in terms of time lagging compared to the deceleration of the vehicle. Such caster may be considered as resulting from the movement of the viscous cargo force reaching the leading edge of the container / tank in which the liquid is being transported, this force reaching the front edge of the container / tank after the vehicle has already stopped Has. Where very large volumes of liquid, eg. B. in tank trucks, this force can be considerable.

In some cases, the force of fluid movement may be so great as to move the vehicle forward when it reaches the front edge of the tank. Such a movement of a vehicle from a standstill can be a very unpleasant experience. Such a movement may also constitute a traffic hazard, e.g. B. when the vehicle has stopped before moving close to a pedestrian, an intersection, a vehicle, a railroad crossing, a roadblock, a wall or the like.

In other cases of braking, the force of fluid movement may already act on the vehicle during the current deceleration, which means that the speed reduction will be uneven, jerky and / or uncomfortable for the driver.

Even with increases in speed, that is, positive accelerations of the vehicle, the center of gravity of the liquid may be lagging due to its viscous properties with respect to the acceleration motion of the vehicle. This may mean that the vehicle is subjected during its acceleration by a reverse force, which is caused by the wake of the power-generating center of gravity. This force is generated because the viscous cargo reaches a trailing edge of the container / tank in which the liquid is being transported. This backward force means that the vehicle acceleration is temporarily somewhat weakened, which means that the vehicle slows down a bit / slows down. This reverse force can also be considered as a transient increase in driving resistance.

The reverse force during an increase in speed can therefore produce an acceleration that is uneven, jerky and / or uncomfortable for the driver. In addition, this uneven acceleration during gearshifting can create problems in the transmission of the vehicle. A non-limiting example may be a vehicle that accelerates in first gear and then upshifts to second gear. When the reverse force is applied to the vehicle in conjunction with the upshift to the second gear, there is an obvious risk that the force necessary to propel the vehicle forward becomes too great for deployment by the second gear, causing the vehicle can be strangled. Such unwanted stalling is both a traffic hazard and a very unpleasant experience for a driver of the vehicle.

In summary, loads with a center of gravity moving in the longitudinal direction of the vehicle may cause uneven accelerations and / or decelerations, which may be uncomfortable for a driver and / or cause a traffic hazard.

It is therefore an object of the present invention to provide a method and a system for ensuring a reliable and comfortable driving of a vehicle that transports loads with a center of gravity moving in the longitudinal direction of the vehicle.

This object is achieved by the above-mentioned method according to the characterizing part of claim 1. This object is also achieved by the above-mentioned system according to the characterizing part of claim 25 and the above-mentioned computer program and the computer program product.

The present invention provides a method and system for controlling at least one parameter related to driving a vehicle, wherein the vehicle transports a cargo having a center of gravity that is capable of moving in the longitudinal direction L of the vehicle. According to the present invention, the system includes a first determining device arranged to determine information regarding a road section ahead of the vehicle. The system also includes a second determining device arranged to determine one or more dynamic characteristics D of the cargo, wherein the one or more dynamic characteristics D relate to the shift of the center of gravity. The system also includes a parameter control device arranged to control the at least one parameter related to the driving of the vehicle based on the at least one or more dynamic characteristics D and the information about the road ahead. The parameter control device executes the control to prevent any negative impact on the driving of the vehicle on the road section from the one or more dynamic characteristics D.

According to one embodiment, the at least one parameter relates to a speed of the vehicle, wherein the control of the parameter according to the present invention achieves an acceleration and / or a deceleration substantially free of irregularities due to the at least one dynamic property D of the Freight are due.

According to one embodiment, the at least one parameter relates to a gear selection in the vehicle transmission, wherein the control of the parameter according to the present invention provides a smooth and balanced shifting in which stalling and other gear-related problems are prevented.

Thus, by using the present invention, smooth accelerations without stalling and gentle decelerations can be provided to a vehicle that transports loads having a movable center of gravity. Such vehicles can z. B. include a tanker, an animal transport vehicle or a fire truck.

Traffic safety is significantly increased by using the present invention through reliable provision of smooth acceleration and deceleration. In addition, the driving feeling for the driver is considerably improved because the unpleasant effects of the moving center of gravity of the load substantially can be completely prevented by the use of the invention.

The invention may be implemented with little added complexity, since a relatively large portion of the data required to carry out the invention is currently already available in other systems in the vehicle, such as the vehicle. As a cruise control or navigation systems in the vehicle.

Short list of figures

The invention will be explained in more detail below together with the accompanying drawings, wherein like reference numerals are used for like parts, and wherein:

1 an exemplary vehicle shows

2 a flow chart for the inventive method,

3a and 3b show schematic examples of drive cases,

4 a control device shows.

Description of preferred embodiments

The 1 schematically shows a vehicle 100 in which the present invention can be realized. The vehicle 100 includes a powertrain. The powertrain includes an internal combustion engine 101 in a conventional manner via an output shaft 102 on the internal combustion engine 101 usually via a flywheel and via a clutch 106 with a gear 103 connected is. The gear 103 is shown schematically as a device here. The gear 103 however, physically may also consist of a plurality of cooperating transmissions, for example a so-called multi-step transmission, a main transmission and a branched transmission, which are arranged along the drive train of the vehicle.

The vehicle 100 further includes drive shafts 104 . 105 that with the drive wheels 111 . 112 the vehicle are connected and by an output shaft 107 from the transmission 103 via a shaft gear 108 , such as As a conventional differential shaft operated. The vehicle 100 also includes the wheels 113 . 114 which may be driving or non-driving and arranged to control the vehicle.

The vehicle also includes a container, tank or other space in which a cargo 170 can be transported. Such cargo has a focus 171 on, which can move in a longitudinal direction L of the vehicle, that is, the center of gravity 171 can be moved to the front (in the direction of travel of the vehicle when a forward gear is used) and / or to the rear (in a direction opposite to the direction in which a forward gear is used, opposite direction).

The vehicle 100 also includes several different braking systems 150 , The brake systems 150 may comprise a conventional service brake system, the z. B. from wheel brakes 151 . 152 . 153 . 154 comprising brake disks and / or brake drums with associated brake shoes or the like associated with the vehicle wheels 111 . 112 . 113 . 114 are arranged exists. The brake system 150 may also include one or more auxiliary brakes, z. B. a brake on the drive train 155 the vehicle acts, such as a retarder, an electromagnetic brake, a decompression brake or an engine dust brake. A retarder may include one or more primary retarders positioned between the engine and the transmission and a secondary retarder positioned after the transmission. An electromagnetic brake may be positioned at any suitable location where it can act on the driveline of the vehicle. The brake 155 , which act on the drive train, are schematically drawn in the figure as if they are on the output shaft 107 of the transmission act. However, such brakes can be placed substantially anywhere along the drive train of the vehicle and can operate substantially wherever a braking effect can be achieved.

A decompression brake can be integrated in the engine. An engine dust control uses a throttle valve built into the exhaust outlet to increase the pumping losses of the engine and thus its braking torque to achieve a braking effect. The engine dust can be considered in the engine 101 , or at least in the engine 101 and its exhaust treatment system 160 , be viewed integrated. Engine dust brakes and decompression brakes are usually associated with exhaust flow from the engine 101 arranged / attached.

The motor 101 can be based on instructions from a speed controller 120 be controlled to maintain an actual vehicle speed and / or to change the current vehicle speed, so that, for. B. within reasonable speed limits, an optimized fuel economy is achieved.

The vehicle 100 also comprises at least one control device 130 that is arranged to accommodate different functionalities in the vehicle that drives the engine 101 , the braking system 150 and the gearbox 103 includes, to control.

As described in detail below, the control device comprises 130 in the system, a first determination unit 131 , a second determination unit 132 and a parameter control device 133 ,

As one skilled in the art will appreciate, the control device 130 also be installed to one or more other devices in the vehicle, for. B. the clutch 106 and / or the transmission 103 (not shown in the figure).

The at least one control device 130 is separated from the speed controller in the figure 120 located. The control device 130 and the speed controller 120 however, they can exchange information with each other. The speed controller 120 and the control device 130 may also be logically separated, but may be physically realized in the same device, or may be logically and physically co-located / realized.

The 2 shows a flowchart for a method 200 according to one aspect of the present invention.

The procedure 200 relates to a control of at least one parameter relating to the driving of a vehicle 100 , The vehicle has a freight here 170 with a focus 171 on, which can move in a longitudinal direction L of the vehicle. The freight can, for. For example, consist of a viscous cargo, such as any type of liquid.

In a first step 201 The method will determine information in front of the vehicle 100 running road section executed. According to different embodiments, such information z. As a prevailing topography, a curve, a traffic situation, road works, traffic density, road conditions, speed limits and / or traffic signs associated with the road.

The determination of information can be carried out in different ways. The information may be based on map data, e.g. B. on topographic information comprehensive digital maps, in combination with positioning data, such as GPS (Global Positioning System) data can be determined. The positioning information can be used to determine the vehicle position relative to the map data, so that the information can be extracted from the map data.

In several of today's cruise control systems, map data and positioning information are used in the cruise control. Such systems may then provide map data and positioning information to the system according to the present invention, which means that the additional complexity for determining the information is minimized.

The information may also be based on engine torque in the vehicle, on acceleration of the vehicle, on an accelerometer, on GPS data, on radar information, on camera information from another vehicle, on position-related data stored in the vehicle, or on traffic systems Information relating to the road section can be determined. In a system where information exchange between vehicles is used, information estimated by one vehicle may also be provided to another vehicle, either directly or via an intermediary unit, such as a database or the like.

In a second step 202 of the method becomes at least one dynamic property D of the freight 170 certainly. Such at least one dynamic property D refers here to the shift of the center of gravity 171 in the longitudinal direction L of the vehicle, ie, it refers to a forward and / or backward shift of the center of gravity. As described above, acceleration and / or deceleration can give rise to forces resulting from the movement of the fluid and the displacement of the center of gravity. Such forces may cause the acceleration and / or deceleration to become uneven, jerky and / or uncomfortable for the driver.

In a third step 203 According to the method, the at least one parameter relating to the driving of the vehicle is controlled based on the at least one or more dynamic characteristics D and the information about the preceding road section. In such a control of the at least one parameter, the negative effect of the at least one dynamic property D on the driving of the vehicle for the road section is counteracted.

According to one embodiment, the at least one parameter relates to a speed of the vehicle such that the control of such a parameter usually seeks to achieve acceleration and / or deceleration substantially free of irregularities due to the at least one dynamic property D of the cargo is. Such an embodiment will be described in detail below.

According to one embodiment, the at least one parameter relates to a gear selection in the transmission 103 The control of the parameter usually tends to provide a smooth and balanced gear change in which stalling and other gearbox related problems are prevented from occurring. Such an embodiment will be described in detail below.

Thus, by use of the present invention, smooth accelerations, without stalling, and delays can be provided to a vehicle carrying loads with a movable center of gravity, such as for a tanker or fire truck.

As mentioned above, according to one embodiment, the at least one controlled parameter relates to a speed of the vehicle, in particular to a current speed v _{act of} the vehicle. Through the embodiment, the controller 203 provide the current speed v _{act with} smooth accelerations and / or decelerations by using at least one compensated-dynamics speed profile v _{sim_compensated} corresponding to the current vehicle speed v _act . In this case, the controller comprises a simulation of the at least one compensated dynamics velocity profile v _{sim_compensated} for the current vehicle speed v _act for the road _segment ahead of the vehicle. The simulation of the at least one velocity profile with compensated dynamics v _{sim_compensated} is based here on the at least one dynamic property D and on information relating to the road segment. This velocity profile with compensated dynamics v _{sim_compensated} is then used in the control of the current velocity v _act .

Can _{sim_compensated} the at least one speed profile with compensated dynamics v here by using a simulation of at least a future speed profile v _sim for the current vehicle speed v _act simulated, wherein the at least one future speed profile v _sim based on the at least one or more dynamic properties of D freight and information about the road ahead. As a result, the at least one future velocity profile v _sim receives an appearance that is affected by the at least one dynamic property D of the cargo.

Subsequently, the at least one velocity profile with compensated dynamics v _{sim_compensated can be simulated} by using the at least one future velocity profile v _sim , so that the at least one velocity profile with compensated dynamics V _{sim_compensated is given} an appearance that _{corresponds to} the effect that the at least one dynamic property D of the Freight on the current vehicle _speed V _act , counteracts. When determining the at least one velocity profile with compensated dynamics v _{sim_compensated} , the knowledge about the at least one dynamic property D is thus used to counteract its negative effect on the current vehicle speed v _act , so that fluctuations and irregularities in the current vehicle speed v _{act are} actively prevented , This results in adaptable and gentle accelerations / decelerations, which are perceived by both the driver and the passengers as pleasant.

The at least one future speed profile v _sim for the current vehicle speed becomes for one in front of the vehicle 100 lying road section simulated. The simulation of the at least one future velocity profile v _sim is based here on information relating to the road section ahead of the vehicle and on the at least one dynamic property D of the freight. The information about the road section may include substantially any information necessary for driving the vehicle, e.g. As regards road gradient, curve, intersections, traffic signs and / or bus stops, are relevant.

According to an embodiment of the present invention, the simulated speed v _{sim is determined based} inter alia on the knowledge of the road section. Such knowledge may be obtained by one or more positioning information, such as GPS (Global Positioning System) data, map information, topographical data, weather reports, information communicated between different vehicles, and information communicated via radio. The knowledge / information may include a predominant top graph, a curve, a traffic situation, road works, traffic densities and road conditions. Furthermore, the knowledge of a speed limit for the road section ahead and a traffic sign in the Link with the road. Today, many vehicles include systems such as navigation systems and cruise control systems that utilize such knowledge / information. Therefore, such an embodiment can be realized in vehicles where the knowledge is already available with little added complexity.

This document mentions simulated speeds and current speeds. As set forth in the description, the simulated speeds represent in advance estimated speeds that may be based on a variety of different data, such as information about road sections ahead, vehicle position, map data, radar information, camera information, and / or cargo dynamic properties. Such simulated speeds may be used in the vehicle to control a speed controller in the vehicle in different ways, the vehicle sensing an actual speed by such control and by actions of, e.g. B. the rolling resistance, the air resistance, the road surface, the traffic situation or the like receives. The current speed is thus a speed which the vehicle actually has during such a physical operation, such actual speed depending on all these parameters.

When the at least one compensated dynamics velocity profile v _{sim_compensated has been} determined, then it is used to determine at least one compensated dynamics torque _profile μ _compensated , which then occurs in the control of the engine 101 can be used to provide the current vehicle speed.

This is schematically in 3a for a non-limiting example of a drive situation in which the vehicle is accelerating. Here, at least one future speed profile v _sim corresponding to the current vehicle speed v _act for the road section is determined based on the at least one or more dynamic characteristics D of the cargo and information about the preceding road section. The at least one future velocity profile v _sim is displayed here as a dashed curve. As shown in the schematic figure, the at least one future velocity profile v _{sim has} an uneven and fluctuating shape that depends on the at least one dynamic property D of the cargo. In other words, the fluctuations in the at least one future velocity profile v _sim can, for. B. from the sloshing of the liquid transported by the vehicle, causing a shift of the center of gravity of the liquid in the longitudinal direction L of the vehicle is caused.

A form to be provided by considering the at least one future speed profile v _sim can _{sim_compensated} at least one speed profile with compensated dynamics v of when determining / Simulation the _{sim_compensated} at least one speed profile with compensated dynamics v of the irregular and variable shape, the at least one dynamic characteristic D counteracts the cargo. As in 3a ₁ , the at least one compensated dynamics velocity profile v _{sim_compensated} can then be given a shape that causes at least one compensated dynamics _compensated torque _profile μ, which in turn is determined based on the shape of the at least one compensated dynamics velocity profile v _{sim_compensated} , at least partially in antiphase with respect to the at least one future velocity profile v _sim . The compensated dynamics _compensated torque profile μ _compensated is shown in the figure as a dotted line.

Since the compensated-dynamics _compensated torque profile μ _compensated is used to drive the motor 101 in order to provide the current vehicle speed v _act , the shape of the at least one compensated dynamics _compensated torque profile μ _{compensated has} a direct effect on the current vehicle _speed v _act . According to the embodiment, since the at least one compensated dynamics torque profile μ _{compensated is given} a shape with variations at least partially antiphased relative to the at least one future velocity profile v _sim , a substantially uniform acceleration for the vehicle can be obtained. that is, at the current vehicle _speed v _act are essentially missing the fluctuations. The current vehicle _speed v _act is represented in the figure as a substantially straight line.

The 3b shows an example of a corresponding decelerating drive mode for the vehicle. Here is intended for the vehicle for the current vehicle speed v _act for the road segment based on the at least one future speed profile v _sim at least one retarding force profile with compensated dynamics B _compensated. The compensated-dynamics deceleration force profile B may then be _compensated in the control of one or more brakes 150 . 151 . 152 . 153 . 154 . 155 be used in the vehicle. For example, the deceleration force profile with compensated dynamics B _compensated by a cruise control, a constant velocity brake or a service brake system can be used to provide a smooth and smooth braking.

For the in 3b Thus, as shown by way of non-limiting example, at least one future velocity profile v _{sim is determined} based on the at least one or more dynamic characteristics D of the cargo and information about the upcoming road segment for the current vehicle speed v _act for the road segment. The at least one future velocity profile v _sim is shown here as a dashed curve. The at least one future velocity profile v _sim has an uneven and fluctuating shape due to the one or more dynamic characteristics D of the cargo and its shift in the center of gravity of the cargo.

The compensated-dynamics delay force profile B _compensated is then determined by taking into account the non-uniform and fluctuating shape of the at least one future velocity profile v _{sim such} that the _{compensated-moment} delay force profile B _compensates the at least one dynamic property D. The delay force _{profile compensated} with compensated dynamics B _compensated is shown in the figure as a dash-dotted curve.

Since the retarding force profile is used with compensated dynamics B _compensated for the control of brakes in the vehicle affects the shape of the retarding force profile with compensated dynamics B _compensated the current vehicle speed v _act, can be so that fluctuations in the actual vehicle speed v _act reduced or completely avoided. For example, the deceleration force at times / at positions where the at least one future velocity profile v _{sim has} a higher value may be increased and / or may be at times / at positions where the at least one future velocity profile v _{sim has} a lower value. can be reduced, which can lead to a substantially even delay. In other words, the compensated-dynamics delay force profile B _compensated may have a shape in which its variations are at least partially in phase with corresponding variations in the at least one future velocity profile v _sim . The current vehicle _speed v _act is shown in the figure as a substantially straight line, which may be the result of such control of the vehicle brakes.

According to one embodiment of the present invention, a natural frequency f _{D is} used to center of gravity 171 the cargo in the longitudinal direction L of the vehicle to move around the at least one dynamic property D of the cargo 170 to determine. The natural frequency f _D for the shift of the center of gravity 171 of the cargo in the longitudinal direction L of the vehicle can use the frequency of fluctuations of the at least one future speed profile v _sim be calculated. In 3a a non-limiting example is shown of how such a natural frequency f _{D is} determined by analyzing the shape of the at least one future velocity profile v _sim . Similarly, the natural frequency f _{D can be} determined by an analysis of the shape of the at least one future velocity profile v _sim 3b be determined. The natural frequency f _D can be determined based on the period of the curve fluctuations, z. By calculating the time / distance between two points on the curve. For example, the time / distance between two minimum points, between two maximum points or between two zero crossings can be determined. The figure shows how a time / distance between two minimum points for the at least one future velocity profile v _sim corresponding to a wavelength λ _D for the natural frequency f _{D of} the cargo is determined. As a result, the natural frequency f _D = v _D / λ _D , where v _{D is} the wave velocity, can be determined easily and with a small contribution to the complexity of the vehicle. The wavelength λ _D , and thus the above-mentioned distance, also has an equivalent in a period time T _D for the curve fluctuations, and thus the natural frequency can be easily determined based on such a period time with f _D = 1 / T _D.

The natural frequency can be used to determine the appearance of the simulated, at least one compensated dynamics velocity profile v _{sim_compensated} . The at least one compensated-dynamics _compensated torque profile μ _compensated and / or the compensated-delay compensated-momentum _compensation profile B _compensated can then be determined based on the velocity profile with compensated dynamics v _{sim_compensated} .

For example, the simulated, at least one compensated dynamics velocity profile v _{sim_compensated may} thus have an appearance that is at least partially antiphased with respect to variations in the displacement of the center of gravity 171 in the longitudinal direction L of the vehicle. This can be z. B. compensated to a torque profile with compensated dynamics μ _compensated , such as the in 3a displayed, lead.

The simulated, at least one compensated dynamics velocity profile v _{sim_compensated} may also have an appearance that includes variations at a frequency f _comp that are at least partially different from the natural frequency f _D for the center of gravity displacement 171 in the longitudinal direction and of harmonics of the natural frequency f _D differs: f _comp ≠ f _D.

According to an embodiment of the present invention, the parameter controlled by the method relates to gear selection for the transmission 103 in the vehicle 100 , By such control of gear selection can stall the engine 101 can be avoided because gear shifts are avoided during periods of decreasing acceleration for the vehicle, provided that the decreasing acceleration is due to the at least one dynamic property D of the cargo 170 is caused. As related to above 3a Similarly, the determination of the at least one dynamic property D of the cargo can be described 170 on the natural frequency f _D for the longitudinal displacement of the center of gravity 171 based on the freight. The 3a schematically shows two examples of intervals / distances, A and B, within which, according to the embodiment, an upshift to a higher gear is inappropriate, since such an upshift can lead to a stall due to the decreasing acceleration.

In order to control gear changes according to the embodiment, a simulation of at least one future acceleration profile a _sim for a current vehicle acceleration a _act for the road ahead section is performed based on the at least one dynamic property D and the information about the preceding road section. The at least one future acceleration profile a _sim can be determined here in a similar manner and based on similar data as the above-mentioned simulation of the speed profile v _sim , but for the speed change (acceleration) for the vehicle. The at least one future acceleration profile a _sim can, for. B. be determined as a time derivative of the simulated velocity profile v _sim .

The at least one future acceleration profile a _sim has an appearance which comprises fluctuations dependent on the at least one dynamic property D, in accordance with the manner in which the simulated velocity profile v _sim depends on the at least one dynamic property D. Such an appearance for the at least one future acceleration profile a _sim may thus be used to control gear shifting in the vehicle. For example, the controller 203 be arranged for the gear selection for performing only gear changes at positive values for the at least one acceleration profile a _sim .

The above-mentioned natural frequency f _D for the shift of the center of gravity 171 the freight 170 According to an embodiment of the present invention, based on a weight m of the vehicle 100 and on a current acceleration process _{act of} the vehicle 100 be determined. The vehicle weight here includes the weight of the actual vehicle and the weight of its load. There are several ways in the art to estimate a vehicle weight that can be used in combination with the present invention.

According to another embodiment, one or more sensors may be used on one or more of the waves of the vehicle to determine the natural frequency f _D. The one or more sensors then recognize the period T _D which corresponds to the above-mentioned wavelength λ _D for the mass vibration, that is, the displacement of the center of gravity L in the longitudinal direction L of the vehicle. The natural frequency can then be easily determined based on such a period time: f _D = 1 / T _D. As a result, the vibration of the mass, and thus its natural frequency, even when attenuating, can be carefully tracked through the use of the sensors. As a result, the control of the present invention can be used to reliably prevent the vibrations.

The focus 171 the freight 170 and thus also changes in the position of the center of gravity 171 can z. B. based on information based on a mass distribution between at least two waves in the vehicle 100 and / or refer to information relating to the pressure on one or more suspensions in the vehicle. Both the mass distribution between the shafts and the suspension pressures cause the center of gravity position to be set longitudinally, which is used to determine the position and changes in center of gravity.

The natural frequency f _D can be determined in a suitable manner in connection with the start of the drive of the vehicle from a standstill, wherein a current acceleration process _act can be registered. The natural frequency f _D can also be related to loading the freight 170 and / or unloading the cargo 170 determined, wherein changes in the vehicle weight, which influence the natural frequency f _D , are registered and used to determine the natural frequency f _D.

The vehicle speed and thus the acceleration of the vehicle 100 can be controlled in several more or less automated ways in a vehicle. The acceleration may be positive, a _acc , so that a driver may control the vehicle speed and thus the required acceleration a _req with a manual throttle such as an accelerator or the like. The positive acceleration a _acc can also be controlled by a velocity regulator _requiring an acceleration a _req .

The acceleration may also be negative, a _ret , ie, it may represent a deceleration a _ret , whereby a driver may control a required negative acceleration a _req and thus the deceleration with a manual brake control, such as a brake pedal or the like. The delay may also be controlled by a control system in the vehicle, e.g. B. by a constant speed _brake in the vehicle, which requires a negative acceleration a _req , are controlled.

When the method according to the present invention in the vehicle 100 is implemented and activated, the control of the at least one parameter with respect to the current vehicle speed v _act and / or with respect to the gear selection may at least partially deviate from a parameter value required by the driver, a cruise control, a constant speed brake, and / or an automatic transmission system , For example, a gear change later than required by the driver or the automatic transmission system may be required or may not be performed at all if the one or more of the dynamic characteristics of the cargo are such that the required gear change is inappropriate. Similarly, a positive acceleration a _req required by the driver or cruise control may be deferred or omitted if it is inappropriate considering the one or more dynamic characteristics of the cargo. A retardation a _req required by the driver, cruise control, or constant velocity _brake may also be deferred or omitted if it is inappropriate considering the one or more dynamic characteristics of the cargo.

For safety reasons, the control according to the invention of the at least one parameter with respect to the driving of the vehicle should be deactivated if the required acceleration a _req , which can be positive or negative, has a magnitude that exceeds a limit value a _thres : | a _req | > a _thrs . In other words, it may be that the control according to the present invention, the vehicle not on a powerful braking, z. B. by the driver presses on the brake pedal prevents. The limit can here z. Example, the value 1 m / s ² , so that the method according to the present invention with lighter braking, also called comfort braking, is used, while a braking effect for a more powerful braking z. B. 2 m / s ² or more, is guaranteed.

The method according to the present invention may also be based on other information, e.g. As radar information, camera information, map information enabled and / or disabled. Consequently, the braking must be ensured when z. Radar information, camera information or map information indicate that an obstacle is present, which prevents the accessibility of the road section.

One skilled in the art will recognize that a method of controlling at least one parameter related to driving a vehicle according to the present invention may also be implemented in a computer program that, when executed in a computer, causes the computer to perform the method. The computer program usually consists of a part of a computer program product 403 wherein the computer program product comprises a suitable non-volatile / permanent / persistent / permanent digital storage medium on which the computer program is stored. The non-volatile / persistent / persistent computer-readable medium consists of appropriate memory, such as: ROM (Read Only Memory), PROM (Programmable Read Only Memory), Flash, EEPROM (Electrically Erasable, Programmable Read Only Memory), a hard disk device, etc.

The 4 schematically shows a control device 400 , The control device 400 comprises a calculation device 401 essentially consisting of a suitable type of processor or microcomputer, e.g. As a circuit for digital signal processing (Digital Signal Processor, DSP) or a circuit with a predetermined specific function (application specific integrated circuit, ASIC) consists. The calculation device 401 is with one in the control device 400 built-in storage unit 402 that the calculation device 401 with, for. B., the stored program code and / or the stored data, the calculation device 401 needed to perform calculations supplied. The calculation device 401 is also set up to provide intermediate or final results of calculations in the memory 402 save.

Furthermore, the control device 400 with devices 411 . 412 . 413 . 414 equipped to receive and send input and output signals. These input and output signals may include waveforms, pulses or other attributes that may be transmitted as information by the device 411 . 413 can be detected for the reception of input signals and converted into signals by the computing device 401 can be processed. These signals are then the computing device 401 provided. The devices 412 . 414 for transmitting output signals are arranged to calculate the calculation result of the calculation unit 401 in output signals for transmission to other parts of the vehicle control system and / or to the component (s) for which the signals are intended to be converted.

Each of the connections to the devices for receiving and transmitting input and output signals may be from one or more of a cable, a data bus, such as a data bus. For example, a CAN (Controller Area Network) bus, a MOST (Media Oriented Systems Transport) bus or any bus configuration, or consist of a wireless connection.

A person skilled in the art will recognize that the above-mentioned computer is from the calculation unit 401 can exist and that the above memory from the storage device 402 can exist.

In general, control systems in modern vehicles consist of a communication bus system consisting of one or more communication buses to connect multiple electronic control devices (ECUs), or controls and various components in the vehicle. Such a control system may include a large number of control devices, and responsibility for a specific function may be distributed among more than one control device. Thus, vehicles of the type shown can often comprise considerably more control devices than in 4 what is well known to one skilled in the art.

The present invention is in the illustrated embodiment in the control device 400 realized. However, the invention may also be implemented in whole or in part in one or more other control devices already present in the vehicle or in a control device intended for the present invention.

In accordance with one aspect of the present invention, a system is provided for controlling at least one parameter related to driving a vehicle 100 is arranged, the vehicle being a freight 170 transported, which is a focal point 171 which moves in a longitudinal direction L of the vehicle. According to the present invention, the system comprises a first determination device 131 used to determine information relating to one in front of the vehicle 100 lying road section is arranged. The system also includes a second determination device 132 arranged to determine one or more dynamic properties / properties D of the cargo, the one or more dynamic properties D being the displacement of the center of gravity 171 in the longitudinal direction L of the vehicle, ie, toward or away from the front / cab of the vehicle. The system also includes a parameter control device 133 which is arranged to control at least one parameter related to the driving of the vehicle based on the one or more dynamic characteristics D and on the information. The parameter control device 133 performs this control to eliminate any negative impact of the one or more dynamic actions / actions D on driving the vehicle 100 to prevent the road section.

The system according to the present invention may be arranged to carry out all of the method embodiments described above and in the claims, so that the system for the respective embodiments achieves the advantages described above for the respective embodiments.

Moreover, the invention relates to a motor vehicle 100 , z. As a truck or a bus, which comprises at least one system for the control of at least one parameter with respect to the inventive driving of the vehicle.

The present invention is not limited to the above-described embodiments of the invention but relates to and includes all embodiments within the scope of the appended independent claims.

Claims (25)

Procedure ( 200 ) for controlling at least one parameter relating to the driving of a vehicle ( 100 ), which is a freight ( 170 ), whereby the freight ( 170 ) a focus ( 171 ) extending in a longitudinal direction (L) in the vehicle ( 100 ) can move; marked by - Determination ( 201 ) of information relating to one in front of the vehicle ( 100 ) road section; - Determination ( 202 ) of one or more dynamic characteristics D of the cargo ( 170 ), wherein the one or more dynamic properties D are related to the shift of the center of gravity ( 171 ) in the longitudinal direction L; - control ( 203 ) of the at least one parameter related to the driving of the vehicle ( 100 ) based on at least one or more dynamic properties D and on the information, wherein a negative impact of the one or more dynamic properties D on the driving of the vehicle ( 100 ) is prevented on the road section. Procedure ( 200 ) according to claim 1, wherein the at least one parameter relates to the driving of the vehicle ( 100 ) to a current speed v _act for the vehicle ( 100 ), and wherein the controller ( 203 ) of the current speed v _act comprises: - simulating at least one compensated dynamics velocity profile v _{sim_compensated} for the current vehicle speed v _act for the road _segment , wherein the simulation is based on the at least one or more dynamic properties D and the information; - Use of the velocity profile with compensated dynamics v _{sim_compensated} when controlling the current velocity v _act . Procedure ( 200 ) according to claim 2, wherein the simulation of at least one compensated dynamics velocity profile v _{sim_compensated} comprises: simulating at least one future velocity profile v _sim for the current velocity v _act on the road segment based on the one or more dynamic properties D and Information, wherein the at least one future velocity profile v _{sim has} an appearance that is affected by the one or more dynamic properties D; Simulating the at least one compensated dynamics velocity profile v _{sim_compensated} based on the at least one future velocity profile v _sim , wherein the at least one compensated dynamics velocity profile v _{sim_compensated has} an appearance representative of the effect of the one or more dynamic properties D on the current vehicle velocity v _act prevented. Procedure ( 200 ) according to any one of claims 2-3, wherein the use of the at least one compensated dynamics velocity profile v _{sim_compensated comprises} a determination of at least one compensated dynamics compensated momentum _profile μ _compensated for controlling an engine ( 101 ) in the vehicle ( 100 ) is used. Procedure ( 200 ) according to any one of claims 2-3, wherein the use of the at least one compensated-dynamics velocity profile v _{sim_compensated comprises} a determination of at least one compensated-dynamics delay _profile B _compensated for controlling at least one brake ( 150 . 151 . 152 . 153 . 154 . 155 ) in the vehicle ( 100 ) is used. Procedure ( 200 ) according to any one of claims 2-5, wherein the simulated, at least one compensated dynamics velocity profile v _{sim_compensated has} an appearance comprising variations at least partially in antiphase with respect to variations in the displacement of the center of gravity ( 171 ) are. Procedure ( 200 ) according to any one of claims 2-6, wherein the determination of the one or more dynamic properties D of the cargo ( 170 ) in the control of the current speed v _act on a natural frequency f _D for the shift of the center of gravity ( 171 ). Procedure ( 200 ) according to claim 7, wherein the simulated, at least one compensated dynamics velocity profile v _{sim_compensated has} an appearance comprising variations, the fluctuations having a frequency f _comp at least partially different from the natural frequency f _D for shifting the center of gravity ( 171 ) and their harmonics. Procedure ( 200 ) according to any one of claims 1-8, wherein the at least one parameter relating to the driving of the vehicle ( 100 ) to a gear selection for a transmission ( 103 ) in the vehicle. Procedure ( 200 ) according to claim 9, wherein the controller ( 203 ) the gear selection includes avoiding a gear shift during periods of reduced acceleration for the vehicle when the reduced acceleration is due to the one or more dynamic characteristics D. Procedure ( 200 ) according to any one of claims 9-10, wherein the determination ( 202 ) of the one or more dynamic properties D of the load ( 170 ) in controlling the gear selection at a natural frequency f _D for shifting the center of gravity ( 171 ). Procedure ( 200 ) according to claim 11, wherein the controller ( 203 ) of the gear selection comprises: - simulation of at least one future acceleration profile a _sim for a current one Vehicle acceleration a _act on the road segment based on at least one or more dynamic properties D and the information, wherein the at least one future acceleration profile a _{sim has} an appearance that includes variations dependent on the one or more dynamic characteristics D, and - gear selection control based on the appearance for the at least one future acceleration profile a _sim . Procedure ( 200 ) according to claim 12, wherein the controller ( 203 ) the gear selection is adapted to perform gear changes at positive values for the at least one future acceleration profile a _sim . Procedure ( 200 ) according to any one of claims 1-13, wherein a natural frequency f _{D of} the displacement of the center of gravity ( 171 ) of freight ( 170 ) based on a weight m of the vehicle ( 100 ) and on a current acceleration process _{act of} the vehicle ( 100 ) is determined. Procedure ( 200 ) according to claim 14, wherein the natural frequency f _{D is determined} at one or more occasions from the following group: - in connection with starting the driving of the vehicle ( 100 ); - in connection with the loading of the cargo ( 170 ); and - in connection with the unloading of the cargo ( 170 ). Procedure ( 200 ) according to any one of claims 1-15, wherein the center of gravity ( 171 ) of freight ( 170 ) is determined based on information relating to one or more of the following group: a mass distribution between at least two waves in the vehicle ( 100 ); and - a pressure on one or more suspensions in the vehicle ( 100 ). Procedure ( 200 ) according to any one of claims 1-16, wherein the determination of the information comprises use of map data and positioning information. Procedure ( 200 ) according to one of claims 1-17, wherein the determination of the information comprises the use of at least one type of information from the following group: - map data; - radar-based information; - camera-based information; Information obtained from a vehicle other than the said vehicle; Positioning information and road section information stored in advance in the vehicle; and information obtained from traffic systems relating to the road section. Procedure ( 200 ) according to any one of claims 1-18, wherein an acceleration for the vehicle ( 100 ) is derived from a required acceleration a _req , which is determined based on at least one of the following group: a system for controlling a speed for the vehicle; A driver-controlled throttle; A system for controlling the braking of the vehicle; and a driver-controlled brake control. Procedure ( 200 ) according to claim 19, wherein said acceleration is one of the following group: - a positive acceleration a _acc ; and - a delay a _ret . Procedure ( 200 ) according to one of claims 19-20, wherein the control of the at least one parameter with respect to the driving of the vehicle ( 100 ) at least partially deviates from the required acceleration a _req . Procedure ( 200 ) according to one of claims 19-21, wherein the control of the at least one parameter with respect to the driving of the vehicle ( 100 ) is deactivated when the required acceleration a _{req has} a magnitude exceeding a threshold a _thres : | a _req | > a _thres . A computer program comprising program code achieved when the program code is executed in a computer, the computer executing the method of any of claims 1-22. A computer program product comprising a computer readable medium and a computer program according to claim 23, wherein the computer program is contained in the computer readable medium. System capable of controlling at least one parameter related to the driving of a vehicle ( 100 ), which is a freight ( 170 ), the cargo having a center of gravity ( 171 ) extending in a longitudinal direction L of the vehicle ( 100 ) can move; characterized by: - a first determination device ( 131 ) used to determine information relating to one in front of the vehicle ( 100 ) is arranged road section; A second determination device ( 132 ) used to determine one or more dynamic characteristics D of the cargo ( 170 ), wherein the one or more dynamic ones Properties D on the shift of the center of gravity ( 171 ) in the longitudinal direction L; A parameter control device ( 133 ) for the control of at least one parameter relating to the driving of the vehicle ( 100 ) is arranged based on the at least one or more dynamic properties D and the information, wherein a negative effect of the one or more dynamic properties D on the driving of the vehicle ( 100 ) is prevented on the road section.

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