EP1313636A1 - Procede d'exploitation d'un systeme de regulation pour automobile et dispositif permettant de mettre en oeuvre ce procede - Google Patents

Procede d'exploitation d'un systeme de regulation pour automobile et dispositif permettant de mettre en oeuvre ce procede

Info

Publication number
EP1313636A1
EP1313636A1 EP01960696A EP01960696A EP1313636A1 EP 1313636 A1 EP1313636 A1 EP 1313636A1 EP 01960696 A EP01960696 A EP 01960696A EP 01960696 A EP01960696 A EP 01960696A EP 1313636 A1 EP1313636 A1 EP 1313636A1
Authority
EP
European Patent Office
Prior art keywords
actuation
signal
request
vehicle
operating
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Withdrawn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
EP01960696A
Other languages
German (de)
English (en)
Inventor
Bernhard Giers
Stefan STÖLZL
Robert Schmidt
Ralf Junge
Christian Albrich Von Albrichsfeld
Andreas Klein
Thorsten Ullrich
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
Application filed by Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of EP1313636A1 publication Critical patent/EP1313636A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/82—Brake-by-Wire, EHB

Definitions

  • the invention relates to a method for operating one or more motor vehicle control systems which can be arranged in a motor vehicle, in particular comprising at least one setpoint generator, at least one electrical or electronic controller, and at least one control system which is associated with at least one actuator, in particular for actuation a controlled brake system, for the actuation of an electrical or electromechanical steering or for the actuation of similar driver assistance systems.
  • Motor vehicle control systems are characterized by the property of supporting a vehicle driver in the control of complex actuation processes. In many cases, these are safety-relevant brake actuation processes, with a control intervention, for example in brake-by-wire applications, being carried out in a specific manner based on a braking request using external energy.
  • EMS electro-hydraulic brake systems
  • BA brake assist
  • ESP driving stability control
  • assistance systems such as a braking system or a steering system perform safety-relevant functions, their availability is of paramount importance. On the other hand, high availability is also expected with regard to subordinate comfort functions.
  • the energy management of the vehicle control system is to be improved.
  • the object is essentially achieved in that the manner in which one or more vehicle control systems are actuated is evaluated as a function of predeterminable operating states or as a function of a boundary condition (s) that characterize an operating state, and that a control intervention is dependent on the evaluation of the Operation is carried out.
  • actuation commands are not simply processed slavishly, but are implemented in a modified manner depending on the operating state and / or boundary conditions. In the context of energy management, this enables flexible use of the available resources without endangering the function or availability of individual competing systems. In the event of a shortage of energy, there is in particular no deactivation of low-ranking (comfort) functions.
  • the operating method according to the invention also has positive effects on the construction of a device for carrying out the method.
  • an electro-hydraulic brake system (EHB brake system) is known, which has a brake cylinder for setting a setpoint, a pressure medium accumulator for receiving a pressure medium and a pump for increasing the pressure of the pressure medium accumulator. If the brake If - for example when the vehicle is at a standstill - repeated operation with a high frequency (e.g. greater than 1 Hz), this leads to maximum pressure medium consumption and correspondingly maximum energy consumption due to frequent pressure build-up and pressure reduction processes in the pressure medium accumulator.
  • a high frequency e.g. greater than 1 Hz
  • the system is oversized for the vast majority of all conventional actuation cases, only so that the described - unreasonable - actuation request is covered.
  • the invention intervenes in that an evaluation of the signal characterizing an actuation request is carried out, and only then is there any modified control intervention based on the evaluation.
  • the invention is inexpensive because it can be implemented essentially on a software basis and, for example, does not require any expensive hardware replacement as part of a retrofit. An implementation of further developed control strategies is easily possible using a software update.
  • the invention not only reduces the stress on the electrical system by suppressing or modifying the consequences of certain actuation requests, but also enables the hardware capacity to be kept to be reduced. Because a reduction in costs, size and weight of components such as pressure medium accumulator and pump is made possible by an actuation request being interpreted as a control intervention in a reasonable way, taking into account the boundary conditions, so to speak. Possibilities of abuse are consequently restricted.
  • the temporal course of a signal characterizing an actuation request from the setpoint generator is recorded, a variable characterizing a vehicle operating state for evaluating the signal being applied to the regulator, and a modification of an output signal of the regulator depending on the evaluation of the signal for the rule intervention. This enables an investigation of the actuation request and a sensible implementation based on this investigation, for example of a braking request.
  • the controller is supplied with variables which in particular characterize a degree of filling of a pressure medium store or the pressure medium temperature. This makes it possible to use a particularly pressure-medium-saving and consequently energy-saving mode of operation, for example when the pressure-medium reservoir is almost empty and low pressure-medium temperatures, without questioning the function of the control system itself.
  • the signal modification results in a reduced energy consumption of the actuator, so that this resource can be used efficiently.
  • the reduction in consumption results as a result of a reduced power consumption, a reduced intensity (in the operation of the consumer) or as a result of the reduction of another characteristic that influences consumption.
  • the actuation speed and / or the actuation frequency is recorded, with a speed value above or above a limit value a frequency modification is carried out above a limit value and the detection of a predetermined operating state.
  • the inclusion of these parameters is advantageous for signal evaluation.
  • the signal modification can result in a weakened or delayed or suppressed control intervention with a corresponding response from the vehicle.
  • the signal from the setpoint generator is treated by means of a filter, in particular a low-ass filter. This helps to remove unwanted high-frequency signal components (e.g. noise, misuse).
  • the output signal of the controller may differ from a conventional actuation case (normal case) in terms of course and amplitude due to special driving situations / operating conditions.
  • the control signal of the controller can be released from a setpoint input by the driver.
  • the frequency of the modified signal fed to the actuator is weakened, delayed or suppressed when an actuation request is made with an actuation frequency above, for example, approximately 1 Hz and the vehicle is at a standstill or approximately at a standstill. For example, this prevents nonsensical volume or energy consumption caused by "nervous" or too fast pedal actuation.
  • the amplitude of the modified signal (control intervention) transmitted to the actuator is limited to a predeterminable limit value at an actuation frequency above, for example, about 1 Hz and the vehicle standing or nearly standing still. This makes it possible to avoid overstressing the device or parts of the device as a result of continued pressure pulsations.
  • a signal modification can be set if a change in the operating state or a change in the driver's request is sensed.
  • a means for examining and / or modifying the time profile of a signal characterizing an actuation request is provided.
  • This is preferably a filter which can be set as a function of the predeterminable operating states and which is provided inexpensively in the form of a software filter.
  • the filter has basically a low-pass character, so that high-frequency signal components are suppressed or at least inhibited.
  • the filter can be adaptively adaptable, and a learning mode can be provided to adapt to the operating habits of a vehicle driver. Description of exemplary embodiments
  • a brake by wire brake system comprises an interface (pedal) for actuating a setpoint generator (master cylinder) with appropriate sensors for detecting a signal representing a braking request, further comprising an electrical or electronic controller (ECU) with a stored computer program, and a controlled system ( Wheel brake), to which several electromagnetically actuable hydraulic valves are preferably assigned as an actuator.
  • ECU electrical or electronic controller
  • Wheel brake Wheel brake
  • the assistance system In addition to the state of the actuation request, the assistance system also records or monitors the operating states of the vehicle. For example, a distinction can be made between vehicle standstill and driving. Depending on the requirements and the sensors used, there are other operating states (e.g. cornering), or a finer resolution (eg with regard to driving speed) can be seen.
  • the manner of a signal characterizing an actuation request is monitored and evaluated, so that the effect of the actuation request on the controlled system can be modified depending on the operating state. For example, there may be completely nonsensical actuation requests for certain operating conditions, which are based on misuse of the system.
  • a signal modification can result in a reduced energy consumption of the actuator. Furthermore, the actuation speed and / or the actuation frequency can be detected on the basis of the signal from the setpoint generator, so that a signal modification takes place when a speed value is above a limit value or a frequency value is above a limit value and a predetermined operating state is recognized. It is understood that the limit values mentioned can be set / stored in advance.
  • the signal modification can cause a weakened, delayed or suppressed control grip is done. In extreme cases, the system completely releases the braking request.
  • filtering can be carried out using a low-pass filter. It goes without saying that the design of the filter influences the control quality and that system stability has priority in all cases.
  • the signal modification can be in the form of a processing of the course and / or amplitude of the signal to be supplied to the actuator. The signal processing can be varied and take place in adaptation to the respective situation / operating state.
  • the frequency of the signal supplied to the actuator can be weakened, delayed or suppressed at an actuation frequency above, for example, approximately 1 Hz and the vehicle being at a standstill or almost at a standstill.
  • a signal modification is terminated if a change in the operating state (for example a transition from a stationary vehicle to a moving vehicle) or a change in the driver's request (for example a transition from high-frequency actuation to setting a braking request) is detected.
  • a change in the operating state for example a transition from a stationary vehicle to a moving vehicle
  • a change in the driver's request for example a transition from high-frequency actuation to setting a braking request
  • Variant 1 When operating a controlled brake system, e.g. of an EMS brake system with a higher frequency (e.g. 3 Hz) than is advisable in a given situation (e.g. 1 Hz when the vehicle is stationary), the signal from the setpoint generator is filtered (e.g. by 1st order low-pass filter).
  • a controlled brake system e.g. of an EMS brake system with a higher frequency (e.g. 3 Hz) than is advisable in a given situation (e.g. 1 Hz when the vehicle is stationary)
  • the signal from the setpoint generator is filtered (e.g. by 1st order low-pass filter).
  • Variant 2 When actuated with a higher frequency (e.g. 3 Hz) than is useful in a given situation (e.g. 1 Hz at standstill), the amplitude of the modified signal is changed to a situation-dependent value (modified target brake pressure, modified Target braking torque, modified target deceleration, etc.) reduced to an associated, correspondingly determined value (eg target deceleration of 0.3 g at standstill).
  • a higher frequency e.g. 3 Hz
  • a given situation e.g. 1 Hz at standstill
  • Variant 3 When actuated with a higher frequency (e.g. 3 Hz) than is useful in a given situation (e.g. 1 Hz at standstill), the modified signal is switched to a second predetermined situation-dependent frequency (e.g. 1 Hz at standstill) reduced. If the driver operates with 3 Hz at a standstill, the controller outputs a frequency of 1 Hz for the specification of the wheel pressure setpoints.
  • a higher frequency e.g. 3 Hz
  • a second predetermined situation-dependent frequency e.g. 1 Hz at standstill
  • the variants are preferably carried out in such a way that the haptic reaction to the driver is minimal and thus remains largely unnoticed by the driver.
  • the execution of the signal modification is terminated if, for example, either the actuation frequency per Time unit becomes smaller again (eg less than or equal to 1 Hz) or if it is recognized that the driver wants to start driving. This is possible, for example, by evaluating an accelerator pedal actuation or the engine torque. If a wheel brake pressure (residual braking torque) according to variant 2 were to be found in the wheel brakes, this would be reduced quickly so that the driver can drive off without braking.
  • the actuation frequency per Time unit becomes smaller again (eg less than or equal to 1 Hz) or if it is recognized that the driver wants to start driving. This is possible, for example, by evaluating an accelerator pedal actuation or the engine torque. If a wheel brake pressure (residual braking torque) according to variant 2 were to be found in the wheel brakes, this would be reduced quickly so that the driver can drive off without braking.
  • the invention can also be used in the case of high-frequency interference if, for example, the actuation unit issues a driver request at high frequency, even if the driver does not actuate himself.
  • the reason for this can be, for example, a jogging path or if a return spring in a pedal actuation unit becomes weaker due to fatigue, so that braking requests are erroneously detected due to the vibrating brake pedal on bumpy roads (frequency e.g. greater than 3 Hz - the pedal swings back and forth). If it is recognized that a braking request cannot come from the driver (e.g. actuation above 5 Hz), the signal is completely suppressed, for example by means of filtering (low-pass filter).
  • the filter parameters can be provided to be adjustable, an adaptive adaptation having proven to be particularly advantageous.
  • filter characteristic values are changed as a function of specific operating states or operating states.
  • An essential operating state in this context is the degree of filling of the pressure medium reservoir and it is advisable to use a stronger, that is to say intervention at lower frequencies, filtering when the pressure medium reservoir is almost empty. Conversely, when the memory is completely full, less filtering can be used. be taken. As the degree of filling increases, there is less filtering (reduction of the time constant).
  • the pressure medium filling degree has priority, ie a strong filtering takes place.
  • the degree of filling of the pressure medium accumulator can also be taken into account in combination with the consideration of the direction of actuation, so that, with a low degree of filling and a reduction in the braking request, stronger filtering takes place than with a high degree of filling and brake actuation. Furthermore, a combination of taking into account the degree of filling with the currently existing wheel brake pressure is conceivable, the filtering being set in such a way that a brake release request is implemented more slowly than a brake request.
  • a filter provided with a learning mode which allows filter parameters to be adapted to the operating habits of a vehicle driver, enables particularly simple operation.
  • the learning mode is permanently activated so that, for example, a driver change can be automatically recognized and the changed operating habits can be taken into account in the controller.
  • the invention can be transferred to all electrical actuating devices in motor vehicles, for example to a steer-by-wire or a brake-by-wire device.
  • the invention leads to a reduction in the consumption of liquid (hydraulics) or electrical energy (electricity), which in turn enables the system to be designed at low cost.

Abstract

La présente invention concerne un procédé d'exploitation d'un système de régulation pour automobile, au moyen d'un dispositif qui peut être monté dans une automobile. Ce dispositif comprend un capteur de valeur théorique, un régulateur électrique ou électronique, ainsi qu'un système asservi, auquel est associé un actionneur et permettant notamment d'actionner un système de freinage régulé, une direction électrique ou électronique ou des systèmes d'assistance à la conduite similaires. Cette invention est caractérisée en ce qu'un signal caractérisant une demande d'actionnement est évalué pour des états de fonctionnement pouvant être prédéfinis et en ce que l'effet de l'actionnement sur le dispositif est modifié en fonction de l'état de fonctionnement.
EP01960696A 2000-08-22 2001-08-22 Procede d'exploitation d'un systeme de regulation pour automobile et dispositif permettant de mettre en oeuvre ce procede Withdrawn EP1313636A1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE10041207 2000-08-22
DE10041207 2000-08-22
DE10055823 2000-11-10
DE10055823 2000-11-10
PCT/EP2001/009701 WO2002016181A1 (fr) 2000-08-22 2001-08-22 Procede d'exploitation d'un systeme de regulation pour automobile et dispositif permettant de mettre en oeuvre ce procede

Publications (1)

Publication Number Publication Date
EP1313636A1 true EP1313636A1 (fr) 2003-05-28

Family

ID=26006783

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01960696A Withdrawn EP1313636A1 (fr) 2000-08-22 2001-08-22 Procede d'exploitation d'un systeme de regulation pour automobile et dispositif permettant de mettre en oeuvre ce procede

Country Status (3)

Country Link
US (1) US20030167108A1 (fr)
EP (1) EP1313636A1 (fr)
WO (1) WO2002016181A1 (fr)

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DE10153458A1 (de) * 2001-10-30 2003-05-15 Zahnradfabrik Friedrichshafen Arbeitsmaschine und Verfahren zum Betreiben einer Arbeitsmaschine
DE10313409A1 (de) * 2003-03-25 2004-11-18 Continental Teves Ag & Co. Ohg Verfahren zum Vermeiden von fehlerhaften Aktuatorzugriffen in einem multifunktionalen elektronischen Gesamtregelungssystem
DE10318883A1 (de) * 2003-04-17 2004-11-04 Volkswagen Ag Gaspedalmodul für ein Kraftfahrzeug
DE102009024034A1 (de) * 2009-02-05 2010-08-12 Continental Teves Ag & Co. Ohg Bremsanlage für Kraftfahrzeuge
US8682559B2 (en) * 2010-12-14 2014-03-25 Nxp B.V. Distributed electrical brake circuit and system
US20150260247A1 (en) * 2014-03-11 2015-09-17 Caterpillar Inc. Braking system
DE102018222442A1 (de) 2018-12-20 2020-06-25 Audi Ag Verfahren zur Steuerung eines Steer-by-Wire-Lenksystems in einem Kraftfahrzeug und Steer-by-Wire-Lenksystem

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JPH0830278A (ja) * 1994-07-14 1996-02-02 Honda Motor Co Ltd アクティブ振動制御装置
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Also Published As

Publication number Publication date
WO2002016181A1 (fr) 2002-02-28
US20030167108A1 (en) 2003-09-04

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