EP1592591A1 - Procede et dispositif permettant de detecter l'amor age du processus de demarrage effectue par le conducteur d'un vehicule - Google Patents

Procede et dispositif permettant de detecter l'amor age du processus de demarrage effectue par le conducteur d'un vehicule

Info

Publication number
EP1592591A1
EP1592591A1 EP03782414A EP03782414A EP1592591A1 EP 1592591 A1 EP1592591 A1 EP 1592591A1 EP 03782414 A EP03782414 A EP 03782414A EP 03782414 A EP03782414 A EP 03782414A EP 1592591 A1 EP1592591 A1 EP 1592591A1
Authority
EP
European Patent Office
Prior art keywords
variable
evaluated
initiation
starting process
engine speed
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Withdrawn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
EP03782414A
Other languages
German (de)
English (en)
Inventor
Karsten Braeuer
Michael Schopper
Davide Tondelli
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.)
Daimler AG
Original Assignee
DaimlerChrysler AG
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 DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1592591A1 publication Critical patent/EP1592591A1/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Withdrawn legal-status Critical Current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
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/122—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger for locking of reverse movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • 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
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/06—Hill holder; Start aid systems on inclined road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B60W2510/0652—Speed change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • B60W2510/0661—Torque change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18118—Hill holding

Definitions

  • the invention relates to a method and a device for recognizing the initiation of the starting process by a driver of a vehicle, wherein at least one variable to be evaluated is recorded, from which the initiation of the starting process is then concluded.
  • Such methods or devices are used, for example, in the context of traction help devices or traction help methods that prevent the vehicle from accidentally rolling when starting. As soon as the driver initiates the start-up process, the brake pressure or the braking force in the wheel brake devices is automatically reduced and the vehicle starts without accidentally rolling back.
  • a method or a device of the type mentioned is known for example from DE 196 21 628 AI.
  • the initiation of the starting process by the driver is recognized on the basis of the position of the clutch pedal or the brake pedal. If the driver takes back the clutch pedal or the brake pedal from the actuated position, it is concluded that the starting process has been initiated.
  • the disadvantage here is that the detection of the initiation of the start-up process can only be used in the case of start-up aid methods or start-up aid devices in which the brake or clutch pedal is actuated by the driver before the start of the start-up process when the vehicle is at a standstill.
  • start-up aid methods or start-up aid devices in which the brake or clutch pedal is actuated by the driver before the start of the start-up process when the vehicle is at a standstill.
  • there are also traction help procedures in which the brake pressure in the wheel brake devices are automatically held by the start-up process without pedal actuation during the standstill of the vehicle.
  • the engine torque and / or the engine speed and / or a variable correlated with at least one of these variables is used as the variable to be evaluated.
  • engine speed or engine torque have a characteristic curve from which a starting request can be recognized.
  • the initiation of the starting process - which represents the start of the starting process - is recognized regardless of how or in what order the driver operates the pedals or other control elements in the vehicle.
  • the engine torque and the engine speed are available as electrical signals on the vehicle bus (e.g. CAN bus), so that the use of these variables makes it particularly simple and inexpensive to implement without additional sensors.
  • the initiation of the starting process can be recognized in a simple manner by the fact that the at least one to be evaluated Size and / or the size correlated with the at least one size to be evaluated lies in a predetermined value range.
  • the check as to whether the at least one variable to be evaluated is within the predetermined value range is carried out cyclically and the initiation of the starting process is only recognized when this has been the case several times in succession.
  • the security in recognizing the initiation of the starting process can be increased. Short-term peaks caused by an error in the size to be evaluated or the size correlated with it are then not misinterpreted.
  • the starting request can advantageously be recognized in that the time derivative of the engine torque is greater than or equal to a predeterminable engine torque change threshold value and at the same time the time derivative of the engine speed is less than or equal to a predeterminable negative engine speed change threshold value.
  • the start-up request is thereby recognized particularly reliably.
  • the values of the engine torque (M) and / or the engine speed (N) are expediently pre-filtered before the time derivative, in particular by means of the polynomial moving average method, whereby large errors in the values of the respective time derivative can be avoided.
  • Fig. 1 shows an embodiment of a braking device with a device according to the invention for detecting the initiation of a starting process in a schematic representation
  • Fig. 2 shows an exemplary course of the time derivative of the engine torque and the engine speed as a function of time.
  • Fig. 1 shows a braking device 5 which is designed as an electro-hydraulic braking device.
  • a brake pedal 6 is connected via a brake pedal linkage 7 to a tandem master brake cylinder 8 in a manner known per se.
  • the tandem master brake cylinder 8 has two fluidically separate working chambers 9, 10, each of which is supplied with brake fluid from a reservoir 11.
  • the two working chambers 9, 10 can each be fluidly connected directly to the two wheel brake devices 16, 17 of the front axle via an emergency brake line 14, 15.
  • This fluidic connection takes place when a valve arrangement 18 inserted into the emergency brake lines 14, 15 is switched to its emergency switching position and releases the relevant fluidic connections.
  • the valve arrangement 18 is then switched to its emergency switching position when a defect occurs in the electrical control or regulation of the electro-hydraulic brake device 5.
  • a brake light switch 21 is provided in a known manner and generates a brake light signal BLS which is transmitted to a control device 23.
  • the brake light signal BLS can also be generated by signals from other vehicle devices. For example, by means of pedal travel sensor signals and / or master brake cylinder brake pressure signals, ie all signals from which brake pedal actuation can be determined.
  • an inclination sensor 30 is also provided, which measures the road inclination in the longitudinal direction of the vehicle and transmits it to the control device 23 by means of an electrical signal line.
  • An engine control unit 31 also transmits to the control device 23 the values of the current engine speed N and the current engine torque M, which is determined in the engine control unit 31 using an estimation method known per se.
  • the engine control unit 31 is connected to a vehicle bus 50 on which the corresponding signals of the engine speed N and the engine torque M are present and can be received or tapped by the control device 23 and other vehicle systems.
  • the control device 23 controls a brake pressure modulation unit 33 via four control lines 32.
  • the brake pressure modulation unit 33 is fluidly connected to the wheel brake devices 16, 17, 35, 36 via a brake line 34, so that the brake pressure in each wheel brake device 16, 17, 35, 36 can be set individually for each wheel.
  • the brake pressure modulation unit 33 is supplied with high-pressure brake fluid from a high-pressure accumulator 38.
  • the high pressure accumulator 38 and the input side of the brake pressure modulation unit 33 are connected to the output side of a pump 39 which is driven by an electric motor 40 and which supplies the high pressure accumulator 38 and the brake pressure modulation unit 33 with pressurized brake fluid.
  • the suction side of the pump 39 is fluidly connected to the reservoir 11 via a supply line 41.
  • the braking device 5 has an automatic standstill detection.
  • the control device 23 receives at least the wheel speed signals measured by a wheel speed sensor 43 ' a wheel supplied via an electrical line.
  • the wheel speed signals of all wheels are measured via a wheel speed sensor 43 and forwarded to the control device 23.
  • the standstill of the vehicle can be recognized from the wheel speed signals in a manner known per se, which is relevant for the activation of the traction help mode of the braking device.
  • the vehicle In a traction help method, the vehicle is automatically kept at a standstill, for example by maintaining the brake pressure in the wheel brake devices 16, 17, 35, 36.
  • the brake pressure in the wheel brake devices 16, 17, 35, 36 is only reduced when a starting process is present in order to enable starting. This requires a reliable detection of the initiation or the start of the start-up process in order to avoid incorrect release of the wheel brake devices.
  • the method according to the invention which is explained in more detail below, achieves reliable detection of the starting process.
  • the time derivative M of the engine torque M and the time derivative N of the engine speed ⁇ are used as characteristic quantities.
  • engine speed ⁇ or engine torque M have a characteristic curve from which a starting process can be recognized.
  • a start-up process is only recognized if the queried, above-mentioned conditions (M ⁇ M Q and N ⁇ N 0 ) are met continuously for a predetermined period of time or for a predetermined number of query cycles - for example two to five query cycles. In this way, incorrect start-up process detections can be avoided further.
  • the time derivatives M and N of the engine torque M and the engine speed ⁇ are calculated in the control device 23.
  • both the value of the engine torque M and the value of the engine speed ⁇ are first filtered in order to reduce errors in the time derivatives.
  • the filtering takes place, for example, by means of the "moving average method" known per se, weighted averaging taking place on the basis of the four to seven last values in each case. A kind of low-pass filtering is achieved and fluctuations are compensated for. Only then are the time derivatives in the control device 23 calculated using numerical differentiation.
  • the exemplary course of the time derivatives M and N is shown in FIG. 2.
  • the driver gives First a bit of throttle (actuation of the accelerator pedal) which increases the engine speed and therefore also the time derivative N of the engine speed ⁇ . If the engine torque is then transmitted to the driven wheels - in the case of a vehicle with a friction clutch by closing the clutch - the engine torque M and its time derivative M increase.
  • the engine speed ⁇ drops, so that the time derivative of the engine speed N becomes negative and falls below the negative engine speed change threshold value - N 0 .
  • the time derivative M of the engine torque M reaches or exceeds the positive engine torque change threshold value M 0 , at which time the time derivative N of the engine speed ⁇ is already less than the negative engine speed change threshold value N 0 . If this state exists continuously for several query cycles, the initiation or the start of the start-up process is recognized.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un procédé et un dispositif permettant de détecter l'amorçage du processus de démarrage effectué par le conducteur d'un véhicule. Selon ledit procédé, au moins une grandeur à évaluer (M, N) est déterminée, cette grandeur donnant des informations sur l'amorçage du processus de démarrage. La/les grandeur(s) à évaluer représente(nt) le couple moteur (M) et/ou le régime moteur (N) et/ou une grandeur (M, N) corrélée à cette/ces grandeur(s) à évaluer (M, N). La détection de l'amorçage du processus de démarrage peut par exemple être utilisée dans des procédés et des dispositifs pour empêcher le roulement non voulu du véhicule, notamment lors d'un démarrage en côte.
EP03782414A 2003-02-15 2003-12-16 Procede et dispositif permettant de detecter l'amor age du processus de demarrage effectue par le conducteur d'un vehicule Withdrawn EP1592591A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10306363 2003-02-15
DE2003106363 DE10306363A1 (de) 2003-02-15 2003-02-15 Verfahren und Vorrichtung zur Erkennung der Einleitung des Anfahrvorganges durch einen Fahrer eines Fahrzeugs
PCT/EP2003/014310 WO2004071833A1 (fr) 2003-02-15 2003-12-16 Procede et dispositif permettant de detecter l'amorçage du processus de demarrage effectue par le conducteur d'un vehicule

Publications (1)

Publication Number Publication Date
EP1592591A1 true EP1592591A1 (fr) 2005-11-09

Family

ID=32747884

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03782414A Withdrawn EP1592591A1 (fr) 2003-02-15 2003-12-16 Procede et dispositif permettant de detecter l'amor age du processus de demarrage effectue par le conducteur d'un vehicule

Country Status (5)

Country Link
US (1) US7480545B2 (fr)
EP (1) EP1592591A1 (fr)
JP (1) JP2006513899A (fr)
DE (1) DE10306363A1 (fr)
WO (1) WO2004071833A1 (fr)

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DE102007035543B4 (de) 2007-07-28 2019-05-09 Bayerische Motoren Werke Aktiengesellschaft Verfahren und Vorrichtung zur Erkennung der Einleitung des Anfahrvorgangs eines Kraftfahrzeugs durch einen Fahrer
DE102008026530A1 (de) 2007-08-11 2009-02-12 Continental Teves Ag & Co. Ohg Verfahren und Vorrichtung zur Erkennung und/oder Durchführung eines Anfahrvorgangs eines Kraftfahrzeugs
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KR101999763B1 (ko) * 2011-10-25 2019-07-12 보그워너 스웨덴 아베 차량용 차동 브레이크에서의 방법 및 장치
KR101795378B1 (ko) * 2012-08-07 2017-11-09 현대자동차 주식회사 차량 하중에 기초하여 엔진 토크를 보정하는 방법 및 장치
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Also Published As

Publication number Publication date
JP2006513899A (ja) 2006-04-27
DE10306363A1 (de) 2004-08-26
US20060224277A1 (en) 2006-10-05
WO2004071833A1 (fr) 2004-08-26
US7480545B2 (en) 2009-01-20

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