EP1163531A1 - Procede et dispositif de determination de la vitesse de reference d'un vehicule et de detection d'une vitesse de reference inappropriee d'un vehicule toutes roues motrices - Google Patents

Procede et dispositif de determination de la vitesse de reference d'un vehicule et de detection d'une vitesse de reference inappropriee d'un vehicule toutes roues motrices

Info

Publication number
EP1163531A1
EP1163531A1 EP00907586A EP00907586A EP1163531A1 EP 1163531 A1 EP1163531 A1 EP 1163531A1 EP 00907586 A EP00907586 A EP 00907586A EP 00907586 A EP00907586 A EP 00907586A EP 1163531 A1 EP1163531 A1 EP 1163531A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
reference speed
acceleration
wheel
vehicle reference
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP00907586A
Other languages
German (de)
English (en)
Inventor
Rainer Klusemann
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Continental Teves AG and Co OHG
Original Assignee
Continental Teves AG and Co OHG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE19939979A external-priority patent/DE19939979B4/de
Application filed by Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of EP1163531A1 publication Critical patent/EP1163531A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P7/00—Measuring speed by integrating acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P21/00—Testing or calibrating of apparatus or devices covered by the preceding groups
    • G01P21/02—Testing or calibrating of apparatus or devices covered by the preceding groups of speedometers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/04—Vehicle reference speed; Vehicle body speed

Definitions

  • the invention relates to a method and a device for determining the vehicle reference speed and for detecting an incorrect vehicle reference speed of a four-wheel drive vehicle according to the preambles of the independent claims.
  • a corresponding investigation method is known from DE 197 32 554.
  • the object of the invention is to provide a method and a device for determining the vehicle reference speed, which lead to correct results reliably and with little effort.
  • Another object of the invention is to provide a method and a device with which an incorrect vehicle reference speed can be recognized and, if necessary, determined in a modified manner.
  • the vehicle acceleration in particular the longitudinal vehicle acceleration, is determined indirectly or directly from the wheel signals. determined and related in a comparative view to a drive torque and / or to a vehicle acceleration measured with a sensor.
  • the vehicle acceleration determined from the wheel speeds is assessed for plausibility. If this appears implausible in view of the measured vehicle acceleration or the drive torque, the vehicle reference speed determined from the wheel sensors is modified, for example by extrapolating it based on a vehicle acceleration. In particular, a value of the vehicle reference speed that was last regarded as correct can be extrapolated with a still plausible value of the vehicle acceleration.
  • a table can be provided which contains acceleration values as a function of a drive torque and possibly also as a function of the transmission stage of the vehicle. From this table, tabulated accelerations according to the drive torque and, if necessary, according to the gear stage and / or the vehicle speed can be found, this tabulated acceleration being compared with the acceleration determined from the wheel signals.
  • one or more wheels can be decoupled from the drive, the incorrect vehicle reference speed being identified with reference to the running behavior of the decoupled wheel or wheels.
  • the decoupling can, for example, take place axially, in that an axis is decoupled from the drive by a suitable center coupling.
  • the decoupling can be dependent from the driving situation of the vehicle.
  • the detection can take place in particular with reference to the running behavior of the uncoupled wheels immediately after uncoupling.
  • the gradient (acceleration, possibly negative) can be examined and compared in particular with a threshold value (possibly also negative).
  • the detection method is preferably used when a modified vehicle reference speed has been determined, in particular over a long period of time, as described above. It can then be checked to what extent the modified vehicle reference speed still corresponds to the actual speed. If the modified vehicle reference speed is recognized as incorrect, a modified method for determining the vehicle reference speed can be used, for example by determining the vehicle reference speed from the wheel sensor signals of the then uncoupled wheels.
  • Fig. 1 is a schematic block diagram of a vehicle in which the invention may be implemented
  • Fig. 2 is a schematic block diagram of a detection device
  • Fig. 3 shows an exemplary table
  • Fig. 4 is a block diagram of a recognition device
  • Fig. 5 shows a schematic diagram of a method for determining the vehicle reference speed.
  • 1 schematically shows components of a vehicle.
  • lOa-d are the wheels of the vehicle, lla-d the respective wheels the associated wheel sensors, which provide signals relating to the wheel speed and other data.
  • 12a is the front axle
  • 12b is the rear axle.
  • 13 is the drive, in particular the motor.
  • 14a is the manual transmission
  • 14b the central transmission.
  • 14c and 14d are differentials in the axes.
  • 15a is a speed sensor
  • 15b is a torque sensor, both on the output of the motor.
  • 16 is an (optionally provided) acceleration sensor.
  • 17 is an evaluation device that can contain individual components or devices. It can include brake and motor control. It generates output signals 18 for actuators (not shown) such as wheel brakes, throttle valve, etc.
  • the device 17 receives the signals from the sensors mentioned and, in addition to various variables and signals, determines the vehicle reference speed from them, which in turn is required in many components of the device 17.
  • FIG. 2 shows a device for determining the vehicle reference speed as a schematic block diagram.
  • 21 is a first determining device for determining the vehicle reference speed from one or more wheel speeds. You can work in a known manner.
  • Line 21a symbolizes the vehicle reference speed V re f.
  • 22 is a second determining device which determines the vehicle acceleration A re f, here from the vehicle reference speed V re f. 22a symbolizes A ref •
  • 24 and 25 together form a comparison device for a comparative examination of the determined vehicle acceleration gung A re f and the drive torque Mmo, which is symbolized by line 23a. Comparable sizes can be produced by, for example, stored in a memory 24 acceleration values, and then on the basis of the engine torque M mo t from as tabulated acceleration A read via line 24a and re in a comparator 25 with the vehicle reference acceleration A f 22a are compared.
  • 24b symbolizes an addressing device for the memory 24. The addressing device 24b can access the memory in accordance with the motor torque on line 23a. Further influencing variables, the gear stages (symbolized by line 23b) and the vehicle reference speed V re f (symbolized by the extension of the line 21a) to be.
  • the tabulated acceleration A tab and the vehicle reference acceleration A re f are compared with one another. If the comparison yields implausible values (in particular A re f> A ab), this is understood as an indication of an incorrect vehicle reference speed V re f, and a modification device 26 is activated accordingly in order to output a modified vehicle reference speed V mo ⁇ on line 26a for further use. If there is no modification, V re f is output on line 26a.
  • the drive torque M mo t can be, for example, the engine output torque (corresponding to the input torque of the manual transmission) or it can be the output torque of the manual transmission.
  • the information about the gear stage (line 23b) can be generated either by considering the speed (engine speed in comparison to the wheel speed) or by evaluating an explicit signal (for example in the case of an automatic transmission).
  • an independently measured vehicle acceleration for example from a sensor, A sens r symbolized by line 16a, can be used for comparison in the comparator 25.
  • a measured acceleration A sens can be used to extrapolate a vehicle reference speed V re f to obtain the modified vehicle reference speed V moc
  • the table of FIG. 3 also has the transmission stage of the vehicle as a further input.
  • the same M mot drive torques lead to different accelerations at different gear stages.
  • lower acceleration values Atab are tabulated.
  • the possible engine torque range can be divided into three or more ranges (in particular five or more ranges).
  • An individual table "row" can be assigned to each gear stage.
  • Within a gear stage a distinction can also be made according to the vehicle speed.
  • the engine torque can continue to change for a period of time (e.g. 200 - 400 ms) with the smallest possible acceleration of the respective gear stage for a period of time (e.g. 200 - 400 ms) (in Fig. 3, 2nd column from the right) the vehicle reference speed can be modified by extrapolation.
  • FIG. 4 schematically shows a device for detecting an incorrect vehicle speed of an all-wheel drive vehicle.
  • 40 is a fourth determining device for determining the vehicle reference speed.
  • it can include the entire reference number 20 from FIG. 2 (components 21 to 26), or it can only stand for the first determination device 21. It can determine the vehicle reference speed with reference to the wheel signals from the sensors 11a-d and, if necessary, also extrapolate and output it via line 40a for further use.
  • 41 denotes part of a decoupling device with which one or more wheels, for example the wheels of an axle, can be decoupled from the vehicle drive.
  • the device 41 can interact with, for example, a center clutch 14b in the vehicle by causing the center clutch 14b to open so that one of the axles, for example the rear axle, is decoupled from the drive. If these wheels are not braked, they can then roll freely.
  • the uncoupling of wheels from the drive train can be initiated in accordance with driving conditions and, if appropriate, corresponding time profiles in the vehicle, which are checked or recognized in a recognition device 42.
  • the Erken- For this purpose, device 42 receives a wide variety of signals 43, which can also include the wheel signals and further sensor signals and internal control signals. It can also receive the vehicle reference speed 40a or the modified vehicle reference speed.
  • the center clutch 14b is triggered by means (device) 41.
  • the wheel signals of the uncoupled wheels can then be monitored in terms of their running behavior. This is done in the monitoring device 44, which is subjected to those wheel signals that originate from the uncoupled wheels. A rapid decrease in the respective wheel speeds is an indication that drive slip has hitherto existed. It can thus be checked, for example, whether the gradient (wheel acceleration) of one or more uncoupled wheels after decoupling is more negative than a negative threshold value.
  • Uncoupling the wheels of a four-wheel drive vehicle from the drive train to detect an incorrect vehicle reference speed can be particularly useful in the following situations:
  • the vehicle reference speed determined or extrapolated with reference to all wheel signals is above the actual vehicle speed.
  • the result is too insensitive traction control.
  • the vehicle is unstable or cannot be steered.
  • the vehicle reference speed is below the actual vehicle speed. The consequence is e.g. Too sensitive traction control, since traction is shown for the control, which actually does not exist.
  • Re 1 The situation can occur with low road friction (wet road, black ice). All the wheels spin and thus indicate an actually non-existent high vehicle speed.
  • the uncoupled wheels are braked within a short time and assume a speed of rotation corresponding to the actual vehicle speed. This presents itself as a negative gradient of the wheel speed after the wheel is decoupled from the drive.
  • the vehicle reference speed must then be corrected to smaller values.
  • this criterion indicates that traction slip has been detected.
  • the vehicle reference speed is no longer determined with reference to the wheel signals, but rather modified, for example extrapolated as mentioned above.
  • This criterion provides an indication that the wheel patterns show implausibly high values.
  • the actual vehicle acceleration (for example from the table in FIG. 3 or measured by a sensor) is less than a low threshold (e.g. ⁇ 0.2 g).
  • a low threshold e.g. ⁇ 0.2 g.
  • the wheel slip is greater than a threshold (e.g. corresponding to 1.5 km / h).
  • a threshold e.g. corresponding to 1.5 km / h.
  • the traction control of the motor has been continuously adding torque (e.g. t> 1 s) for a certain period of time, while at the same time the kidney friction value was detected, or it is continuously in the torque reduction (t> 2 s).
  • Re 2 The situation mentioned can occur when driving downhill with a low engine torque if the vehicle reference speed were extrapolated with low acceleration values, for example from Table 3.
  • the engine torque is not decisive for vehicle acceleration, and a longitudinal acceleration sensor does not indicate the actual vehicle acceleration either.
  • the determined vehicle reference speed can therefore lag behind the actual vehicle speed. If such a situation exists, when the wheels are disconnected from the vehicle drive, their rotational speed will only change insignificantly after the disconnection, since they have no drive slip. In this case, the vehicle reference speed is then corrected to higher values for adaptation to the actual vehicle speed.
  • Several or all of the conditions mentioned below can be checked in order to identify this possible situation, that is to say to cause the wheels to be uncoupled from the drive, these preferably being for a minimum period (e.g. 300 ms or more) should be fulfilled:
  • a longitudinal acceleration sensor If a longitudinal acceleration sensor is present, its acceleration signal is one threshold smaller than the vehicle reference acceleration determined from the wheel signals. This gives an indication of ascent.
  • the engine torque must be greater than zero. This gives an indication of the drive case, the motor does not act as a motor brake.
  • the wheel accelerations and / or the wheel speeds of all wheels must show stable wheel behavior (wheel accelerations less than threshold value). In this way, traction slip situations ("tearing off") of wheels can be excluded.
  • the wheel speeds of the wheels must be above the vehicle reference speed.
  • the separation preferably lasts no longer than 2000 ms.
  • the duration of the separation of the wheel or wheels from the drive train can be 300 to 1000 ms.
  • the vehicle reference speed can then be determined with reference to the running behavior and in particular with reference to the wheel speeds of the uncoupled wheels, since, if not braked, these will assume a rotational speed corresponding to the actual vehicle speed comparatively quickly (case 1) or already have it (case 2. ).
  • 5 schematically shows a method for determining the vehicle reference speed that combines the strategies described above. After the start of the method, certain conditions (Bed. 1) are checked in step 51. As long as these are fulfilled, the vehicle reference speed V re f is determined in step 52 from the wheel speeds ⁇ l to ⁇ 4 of all four wheels of the vehicle.
  • step 53 If these conditions are not met, further conditions are checked in step 53. If these are met, in step 54 the vehicle reference speed is no longer determined at least exclusively with reference to the wheel speeds. For example, it can be extrapolated from the most recently plausible values. If the conditions in step 53 are also not met, individual wheels, for example the wheels of an axle, can be decoupled from the vehicle drive in step 55 and then the vehicle reference speed can be determined with reference to the wheel signals of the decoupled wheels.
  • the query in step 51 can be carried out, for example, by components 23 to 25 in FIG. 2.
  • the determination of the vehicle reference speed according to step 52 would take place in the device 21, the determination according to step 54 by activating the modification device 26 in FIG. 2.
  • the conditions in step 53 can be implemented in the device 42 in FIG. 4.
  • step 56 the running behavior of the decoupled wheels can be checked in step 56. If certain criteria are present, the extrapolated value is either taken further (step 54) or Vre f is determined in the future with reference to the wheel speeds of the uncoupled wheels.
  • the query in step 56 can be implemented in the device 44, which, depending on the driving situation detection in the detection device 42, can carry out different queries on the wheel signals.
  • the determination according to step 57 would correspond to the modified reference speed determination in the fourth determination device 40 with reference to only two wheel signals.
  • the steps shown in FIG. 5 can also symbolize components of a device for performing the described method.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

Procédé de détermination de la vitesse de référence d'un véhicule toutes roues motrices, ladite vitesse étant déterminée sur la base d'une ou plusieurs vitesses de roue. Ledit procédé comprend la détermination d'une accélération de véhicule à partir de la vitesse de référence du véhicule et/ou à partir d'une ou plusieurs vitesses de roue, la détermination d'un couple moteur et/ou la mesure de l'accélération du véhicule à l'aide d'un capteur, l'examen comparatif de l'accélération déterminée du véhicule et du couple moteur et/ou de l'accélération mesurée du véhicule et la modification de la vitesse de référence du véhicule en fonction de l'examen comparatif. La présente invention concerne également un procédé de détection d'une vitesse de référence inappropriée d'un véhicule toutes roues motrices, la vitesse de référence du véhicule étant déterminée sur la base d'une ou plusieurs vitesses de roue et/ou extrapolée à l'aide de valeurs données, selon lequel une ou plusieurs roues sont découplées de l'entraînement, et la détection s'effectue sur la base du comportement de roulement de la roue ou des roues découplées.
EP00907586A 1999-02-27 2000-02-19 Procede et dispositif de determination de la vitesse de reference d'un vehicule et de detection d'une vitesse de reference inappropriee d'un vehicule toutes roues motrices Withdrawn EP1163531A1 (fr)

Applications Claiming Priority (7)

Application Number Priority Date Filing Date Title
DE19908549 1999-02-27
DE19908547 1999-02-27
DE19908549 1999-02-27
DE19908547 1999-02-27
DE19939979 1999-08-24
DE19939979A DE19939979B4 (de) 1999-02-27 1999-08-24 Verfahren und Vorrichtung zur Ermittlung der Fahrzeugreferenzgeschwindigkeit und zur Erkennung einer unrichtigen Fahrzeugreferenzgeschwindigkeit eines allradgetriebenen Fahrzeugs
PCT/EP2000/001380 WO2000052481A1 (fr) 1999-02-27 2000-02-19 Procede et dispositif de determination de la vitesse de reference d'un vehicule et de detection d'une vitesse de reference inappropriee d'un vehicule toutes roues motrices

Publications (1)

Publication Number Publication Date
EP1163531A1 true EP1163531A1 (fr) 2001-12-19

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP00907586A Withdrawn EP1163531A1 (fr) 1999-02-27 2000-02-19 Procede et dispositif de determination de la vitesse de reference d'un vehicule et de detection d'une vitesse de reference inappropriee d'un vehicule toutes roues motrices

Country Status (3)

Country Link
EP (1) EP1163531A1 (fr)
JP (1) JP2003526038A (fr)
WO (1) WO2000052481A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10141548B4 (de) * 2001-01-05 2013-01-17 Continental Teves Ag & Co. Ohg Verfahren zur Regelung des Motorschleppmomentes in Personenkraftfahrzeugen
DE102004040561B4 (de) * 2003-12-12 2018-02-08 Continental Teves Ag & Co. Ohg Verfahren zur Stützung der Fahrzeugreferenzgeschwindigkeit bei Allradfahrzeugen
JP4506518B2 (ja) * 2005-03-14 2010-07-21 マツダ株式会社 駆動力制御装置
DE102006039153A1 (de) * 2006-08-21 2008-03-27 Siemens Ag Verfahren und Vorrichtung zum Ermitteln einer aktuellen Fahrzeuglängsgeschwindigkeit
CN114435377B (zh) * 2022-02-25 2024-05-24 广汽埃安新能源汽车有限公司 一种参考车速的获取方法、装置、电子设备和存储介质

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DE3536185A1 (de) * 1985-10-10 1987-04-23 Daimler Benz Ag Einrichtung zur generierung einer fuer die fahrgeschwindigkeit eines kraftfahrzeuges mit automatisch zu- und abschaltbarem allradantrieb repraesentativen groesse
DE4009195A1 (de) * 1990-03-22 1991-09-26 Bosch Gmbh Robert Antiblockierregelsystem
DE4336080A1 (de) * 1993-10-22 1995-04-27 Bosch Gmbh Robert Antiblockierregelsystem
JP3319101B2 (ja) * 1993-12-09 2002-08-26 住友電気工業株式会社 車両の重力式加速度計
JP3380397B2 (ja) * 1996-05-27 2003-02-24 三菱電機株式会社 アンチロックブレーキ制御装置
DE19732554A1 (de) * 1997-07-29 1999-02-04 Itt Mfg Enterprises Inc Verfahren und Vorrichtung zur Bestimmung der Fahrzeuggeschwindigkeit
DE19735562B4 (de) * 1997-08-16 2010-01-07 Continental Teves Ag & Co. Ohg Verfahren und Vorrichtung zur Bestimmung der Referenz-Geschwindigkeit in einem Kraftfahrzeug

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Also Published As

Publication number Publication date
WO2000052481A1 (fr) 2000-09-08
JP2003526038A (ja) 2003-09-02

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