EP1704065A2 - Procede et dispositif de regulation de l'acceleration longitudinale d'un vehicule - Google Patents

Procede et dispositif de regulation de l'acceleration longitudinale d'un vehicule

Info

Publication number
EP1704065A2
EP1704065A2 EP03818918A EP03818918A EP1704065A2 EP 1704065 A2 EP1704065 A2 EP 1704065A2 EP 03818918 A EP03818918 A EP 03818918A EP 03818918 A EP03818918 A EP 03818918A EP 1704065 A2 EP1704065 A2 EP 1704065A2
Authority
EP
European Patent Office
Prior art keywords
control
vehicle
brake
lac
acceleration
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Withdrawn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
EP03818918A
Other languages
German (de)
English (en)
Inventor
Mark Baijens
Thomas Sticher
Markus Ohly
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 EP1704065A2 publication Critical patent/EP1704065A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
    • B60K31/04—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means
    • 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
    • B60T2201/12—Pre-actuation of braking systems without significant braking effect; Optimizing brake performance by reduction of play between brake pads and brake disc
    • 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
    • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
    • B60T2230/04—Jerk, soft-stop; Anti-jerk, reduction of pitch or nose-dive when braking
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0008—Feedback, closed loop systems or details of feedback error signal
    • B60W2050/0011—Proportional Integral Differential [PID] controller
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0012—Feedforward or open loop systems
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0028—Mathematical models, e.g. for simulation
    • B60W2050/0031—Mathematical model of the vehicle
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • B60W2050/0052—Filtering, filters
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • B60W2050/0059—Signal noise suppression
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/106—Longitudinal acceleration

Definitions

  • the invention relates to a method for controlling a brake system for motor vehicles with a vehicle speed control unit by means of which a desired vehicle acceleration (a) can be set automatically.
  • the invention also relates to a device for controlling a brake system for motor vehicles with a vehicle speed control unit by means of which a desired vehicle acceleration (a) can be set automatically.
  • the vehicle speed control units set a predetermined vehicle speed by means of an automatic brake intervention and / or intervention in the drive motor control, in particular as part of a sequence and distance control.
  • the sequence and distance regulations are also called ACC (Autonomous Cruise Control, autonomous
  • ICC Intelligent Cruise Control
  • AICC Automatic Intelligent Cruise Control, autonomous intelligent cruise control
  • the setting of the specific vehicle deceleration (a) serves in particular the driver's comfort (assistance function). Therefore, the automatic delay should be sufficiently smooth and therefore comfortable.
  • the object of the invention is a method and a device for controlling a brake system for motor vehicles with a
  • Specify vehicle speed control unit through which a certain vehicle deceleration is set safely and comfortably for the driver.
  • an intervention in the regulation or control of the vehicle brake system in which a brake control input variable is generated and on the basis of the brake control input variable a brake control output variable is generated by which a regulation or control of a brake pressure or a braking force, in order to achieve the desired vehicle acceleration, that an intervention in the regulation or control of the drive motor is provided, in which a drive motor control input variable is generated and on the basis of the drive motor control input variable generating a drive motor control output that regulates or controls the drive motor to achieve the desired one
  • Vehicle acceleration and that between an intervention in the regulation or control of the vehicle brake system or an intervention in the regulation or control of the drive otor is selected.
  • acceleration is to be interpreted very broadly in the sense of the invention. It means both positive accelerations and therefore an increase in vehicle speed. On the other hand, the term also means negative accelerations, thus a reduction in vehicle speed (vehicle deceleration).
  • a brake vehicle acceleration request is generated as the brake control input variable and a brake pressure or braking force request is generated as the brake control output variable, which is fed to an electronic brake control system, and that a drive is used as the drive motor control input variable otor vehicle acceleration request is generated and a drive motor torque request is generated as the drive motor control output, which is supplied to an electronic drive motor control.
  • the choice between the regulation or control of the drive motor and the regulation or control of the vehicle brake is made in accordance with a decision logic in a coordinator.
  • coordinator Input variables the desired vehicle acceleration, a current brake pressure, a current vehicle acceleration and a current drive motor torque are fed to the coordinator.
  • a current brake pressure and / or a current vehicle acceleration are determined or estimated by a model-based calculation.
  • the signal for the current vehicle acceleration is filtered, preferably with a filter of the first order.
  • the coordinator unit sets the desired vehicle acceleration in the braking system when an intervention in the brake control is made by a pressure request or a quantity derived therefrom, and that the desired vehicle acceleration is set by an engine torque request in the event of an intervention in the drive motor control or a variable derived therefrom is set in the braking system.
  • a torque that is minimally possible by the drive motor is determined, that the desired vehicle acceleration and a desired torque are ascertained, and that an intervention in the brake control takes place when the desired torque is less than the minimum possible torque.
  • a unit for intervention in the regulation or control of the Vehicle brake system (vehicle deceleration control), a unit for intervention in the regulation or control of the drive motor (vehicle acceleration control) and a unit for the selection between these interventions (coordinator) are provided as individual modules in a longitudinal control (Lac).
  • the longitudinal control can assume at least three states, a first state (Lac_mode_l), in which only the drive motor is activated, and a second state (Lac_mode_2), in which only at least one vehicle brake is activated, for the purpose Generation of a
  • Vehicle deceleration and a third state (Lac_mode_3), in which only the at least one vehicle brake is actuated, in order to generate a low brake pressure, essentially without any noticeable vehicle deceleration, which essentially serves only to overcome the air clearances in the braking system.
  • a transition to the second state takes place only after a transition to the third state (Lac_mode_3).
  • a jerk limitation is provided which limits the change or the rate of change of the vehicle acceleration.
  • the jerk limitation is provided as a module in the longitudinal control (Lac).
  • the Longitudinal control is provided as a module in an electronic brake control, such as a vehicle dynamics control (ESP), a traction control system (TC) or an engine torque control (TC).
  • ESP vehicle dynamics control
  • TC traction control system
  • TC engine torque control
  • a desired torque V h is determined taking into account a transmission factor and a clutch torque 54, and that from the desired torque T wh taking drive motor data into account (loss of torque) a corresponding engine torque T E is generated, by means of which the drive motor is controlled or regulated.
  • the unit for engaging in the regulation or control of the drive motor has an open control loop and a closed PID control loop.
  • a control error is determined by subtracting the, preferably filtered, current vehicle acceleration and a desired, internal vehicle acceleration, is fed to the closed PID control loop as an input signal, and an error acceleration request is determined as an output variable therefrom.
  • a desired internal vehicle acceleration is supplied to the open control loop as an input signal and a model-based torque request is determined from this.
  • the vehicle speed control unit is functionally assigned to a follow-up or distance control, such as ACC system, ICC system or AICC system.
  • Vehicle speed control unit in the method and the device according to the invention is expressly not limited to the function or device of a speed controller in the narrower sense (cruise control). Rather, the induction can also be used particularly advantageously in control units for vehicle speed which are functionally or as a structural unit assigned to a sequence or distance control system (ACC systems, ICC systems, AICC systems etc.).
  • the object is also achieved according to the invention by a device which is characterized in that the system has a vehicle acceleration controller, for controlling the drive motor for setting a specific vehicle acceleration, that the system has a vehicle deceleration controller, for controlling the vehicle braking system for setting a specific vehicle acceleration, and that the system has a coordinator unit for the purpose of selecting the activation of the vehicle acceleration controller or the vehicle deceleration controller.
  • a vehicle acceleration controller for controlling the drive motor for setting a specific vehicle acceleration
  • vehicle deceleration controller for controlling the vehicle braking system for setting a specific vehicle acceleration
  • the system has a coordinator unit for the purpose of selecting the activation of the vehicle acceleration controller or the vehicle deceleration controller.
  • Jerk limiter is provided for the purpose of limiting the change or the rate of change of the vehicle acceleration.
  • the coordinator unit is intended to control the vehicle deceleration controller and / or the vehicle acceleration controller in accordance with the desired vehicle acceleration, the current brake pressure, the current vehicle acceleration and the current drive motor torque.
  • the coordinator unit, the vehicle acceleration controller, the vehicle deceleration controller and the jerk limiter are designed as modular units in a longitudinal controller (Lac).
  • the device is functionally assigned to a device for sequence or distance control, such as the ACC system, ICC system or AICC system.
  • an electronic brake control unit which is characterized in that the device according to the invention is provided as a module in the electronic brake control unit.
  • an overall longitudinal vehicle controller (LVCges) is provided as a superordinate module in the electronic brake control unit, in which essentially all systems regulating the longitudinal control of the vehicle or influencing the control are integrated as modules.
  • the device according to one of claims 21 to 26 is integrated in the higher-level module (total longitudinal vehicle controller, LVC).
  • the overall longitudinal vehicle controller has a superordinate loading controller (LACges) and a superordinate coordinator (LVCges).
  • a device according to the invention or a brake control unit according to the invention is used for an externally actuated, electronically controllable vehicle brake with a hydraulic brake booster by means of a hydraulic pump and with an analogized isolating valve.
  • the term "isolating valve '" a valve is to be understood with which a hydraulic connection between the master brake cylinder and the wheel brakes can be interrupted.
  • the separation valve is designed as a “analogized valve", in particular as “analogized electromagnetic valve”.
  • Analogized electromagnetic valves are to be understood here as electromagnetic valves which assume a certain switching position by actuation with a certain control current, for the purpose of setting a certain volume flow of hydraulic fluid (brake fluid) through the valves. This means that the valve can also assume intermediate positions by appropriate control between a (fully) open position and a (fully) closed position and thus at least approximately a defined one Set the pressure drop between the two sides of the valve.
  • the driver can control brake pressure in a master brake cylinder by means of an actuating device, preferably a brake pedal, and the pressure controlled by the driver can be increased by means of the active hydraulic pressure increasing unit, the hydraulic pump. If the actuation point of a vacuum brake booster is reached in this system and the brake pedal is pressed further by the driver, then the pressure is increased further by the pump - with insufficient support of the vacuum brake booster - so that the driver receives the desired braking power. Thus, at least part of the brake support can be actively generated by the pump.
  • an automatic intervention in the brake control can be implemented in a technically particularly simple and advantageous manner by the method or by means of the device according to the invention.
  • the use of the invention for a brake system with an "active booster" is also preferred, in which an externally controlled, i.e. not directly specified by the driver, build-up of brake pressure is realized by means of a valve on the booster
  • FIG. 1 shows a block diagram for the regulation of the vehicle acceleration
  • FIG. 6 shows a block diagram of the structure of an acceleration controller
  • LVC 12 shows a brake control system with a higher-level longitudinal vehicle controller (LVC).
  • LVC longitudinal vehicle controller
  • FIG. 1 The system for regulating the longitudinal vehicle acceleration, hereinafter also referred to as “vehicle acceleration” or “acceleration” for short, is shown in FIG. 1 by means of a block diagram.
  • the vehicle has a follow-up and distance control (ACC) with an electronic unit (ACC-ECU) 1.
  • the ACC unit 1 has a vehicle speed control unit 2, which can be set by the vehicle driver 3.
  • an object distance control unit 4 is provided, to which data from a distance determination unit 5 relating to a preceding object is supplied. This data is based on a Sensor, preferably a radar distance sensor, determined.
  • a signal is fed from the vehicle speed control unit 2 to a longitudinal controller 7, which is assigned to a brake control unit, in particular a control unit for a vehicle dynamics control (ESP-ECU) 8.
  • the longitudinal controller 7 is also supplied with a signal from the object distance control unit 4 of the ACC system 10.
  • the desired acceleration is implemented by the longitudinal controller 7 according to the invention either by means of a pressure control unit 11 which generates a signal 12 for brake control.
  • a signal 13 for an engine control unit (EMS-ECU) 15 can also be generated and transmitted.
  • the engine control unit (EMS-ECU) then controls or regulates the drive motor according to a specific accelerator pedal position (accelerator pedal position or E-gas).
  • the longitudinal controller 7 also referred to as the “longitudinal acceleration controller” or “LAC controller” or “LAC” for short, is shown in more detail in FIG. 2.
  • the longitudinal controller 7 is preferably a module (LAC module) ) provided in the software of the electronic braking system (EBS software, such as ESP software).
  • EBS software such as ESP software
  • the longitudinal controller 7 essentially has the following components:
  • a jerk limiter 20 which cleans the requested acceleration signal from any jerky changes that are uncomfortable for the driver.
  • a coordinator unit 21 which has a situation logic motor / brake, which, based on an internal longitudinal acceleration request 26, a current brake pressure 28, a moment 29 and the current acceleration 29, decides which actuator is currently necessary to achieve the desired one Acceleration to put
  • a deceleration controller 22 which, if the brake is to be controlled or regulated, implements the desired acceleration (usually negative accelerations). This is done by a pressure request 23 to a pressure regulator in the vehicle 24,
  • An acceleration controller or vehicle acceleration controller 24 which, if the drive motor of the vehicle is controlled or regulated the desired acceleration (usually positive accelerations) is to be implemented. This is done by an engine torque request 25, which is preferably transmitted to the engine control unit via a vehicle bus system, such as CAN.
  • the longitudinal controller 7 receives a longitudinal acceleration request internally or from an external unit such as an ECU, e.g. of an ACC system or from a follow-up control for a stop-and-go driving situation (stop-and-go system) 30, then the controller calculates a corresponding pressure request to the brake system 23 or an engine torque 25 to the engine control system, depending on the current situation, such as acceleration request, current acceleration, vehicle speed or road.
  • an external unit such as an ECU, e.g. of an ACC system or from a follow-up control for a stop-and-go driving situation (stop-and-go system) 30
  • the controller calculates a corresponding pressure request to the brake system 23 or an engine torque 25 to the engine control system, depending on the current situation, such as acceleration request, current acceleration, vehicle speed or road.
  • the brakes of the vehicle are then controlled by setting the internal brake pressure request 23 by the brake pressure controller 22, which controls an active booster or a hydraulic brake booster by means of a pump.
  • An engine torque request 25 is then transmitted to the engine control system via a bus system, such as CAN bus.
  • the longitudinal controller 7 is preferably provided in systems with an electronic accelerator pedal (E-gas). To make a “smooth" transition between brake control and To implement engine torque control, engine control data are taken into account.
  • E-gas electronic accelerator pedal
  • the longitudinal controller 7 After receiving an "ACC deceleration request" (a r ⁇ J r, ⁇ cc) 30, preferably via CAN bus, the longitudinal controller 7 suppresses any abrupt changes ("jerks") in the acceleration request that are caused by the jerk limiter 20. Such a “corrected” acceleration request ⁇ acceleration demand intern "st af 26 is then used as a new acceleration request.
  • the acceleration control unit 24 calculates a corresponding axis torque that is transmitted into an engine torque request T E 25 ,
  • a “torque request” 29 is calculated.
  • the request 29 is compared with the minimum possible engine torque 31 that is calculated and sent by the engine control. If the desired torque 29 is below the minimum possible torque 31, the "coordinator brake / motor” 21 activates the brake. If the coordinator 21 switches the brake, the required torque and engine torque are automatically set to the minimum possible value.
  • the LDC deceleration controller 22
  • the "brake / motor coordinator” 21 switches the motor only when the pressure request of the LDC 7 is zero and the current brake pressure ra 28 falls below a certain limit value, which indicates that the desired deceleration can only be set by the motor.
  • the LAC module 7 therefore includes a deceleration control 24 itself, the “jerk Limitation "20 and the brake / motor coordinator 21.
  • the LAC module 7 directly addresses the LDC module 22 in order to implement the braking deceleration.
  • a “vehicle model” unit 32 is additionally provided for certain applications. A particularly sensitive control can thus be implemented in addition. However, embodiments without the “vehicle model” module 32 are preferred. From the “vehicle model” 32, a determined vehicle deceleration is fed to the jerk controller 20, the coordinator 21 and the Bremen controller 22 33, 34, 35. Information from this unit 32 is also transmitted 37 to the acceleration controller 24. The “vehicle model ⁇ 32” unit determines the data on the basis of vehicle dynamics data 36.
  • An acceleration signal is determined in the coordinator 21.
  • the acceleration signal 38, 39 is transmitted for the acceleration controller 24 and deceleration controller 22.
  • the signal is a special filtered acceleration signal. It is based on an ABS vehicle reference speed and is calculated from the ABS wheel speed sensors. It is calculated that most vehicles are not equipped with a sensor for longitudinal acceleration.
  • Lac_stat_acc as, ia c (Static acceleration)
  • Lac_acc_fil afii.i ac Frtered vehicle acceleration
  • Lac_dem_lim a re f gradient limited acceleration demand
  • Lac_op_lope Rio, iac Torque demand for open loop
  • Lacjorop_part rop.iac Proportional part of pressure
  • Lac_diff_part R - Lff, iac (differential part of pressure)
  • Lac_int_part Rint, i ac Integral part of pressure
  • Lac_cl_lope R ⁇ c, iac Torque demand for closed loop
  • Lac_veh_acc ae h , i ac Vehicle acceleration
  • Lac_pres_dem R ⁇ o, iac Open loop Pressure demand
  • Lac_dem_sg R.t, iac tate of demanded acceleration signal
  • Lac_req_tor__u R ⁇ , ia c Torque demand from LAC unlimited
  • the LAC controller can assume different states (status), a "LAC mode status", a motor status (Lac_mode 1), a brake status (Lac_mode 2) and a brake prefill status (Lac_mode 3) different states can be operated (see Fig. 4).
  • the LAC module 7 is activated by signals (Lac__active signals). They cause a reference torque request to be transmitted to the motor controller 25, which then activates the motor to set the desired acceleration.
  • the LAC module 7 can also be activated depending on a moment request 29.
  • the desired acceleration is then set by the LDC brake controller 22.
  • LAC_STATUS.LAC_ACTIVE The bit for which the active LAC module (LAC_STATUS.LAC_ACTIVE) is set regardless of the higher-level system. But "Lac_active" is only set if the LAC function and / or LDC function are not switched off.
  • the LAC controller 7 can be addressed by an ACC ECU, as in the case of an external torque request via CAN-BUS 30.
  • Lac_active is set if the conditions are met that an internal actuator request Acc_act_reqi is set.
  • the LAC mode status of the system is described below.
  • the status Lac_mode (LAC__STATÜS. AC_MODE) shows the current status (mode) of the LAC controller, the motor mode (engine mode (1)) 41, the brake mode (brake mode (2)) 42, the prefill mode (prefill mode (3)) 43 (see Fig. 4).
  • the pressure requirement is constant during priming, i.e. not dependent on a possible error in the acceleration control.
  • the jerk limiter 20 provides a smooth transition between longitudinal accelerations if the acceleration request (external ACC, a. ⁇ ef, A cc) 30 is replaced by an internal request (a ref ) 26 (cf. Fig.2).
  • the internal request a r ⁇ f is set to the filtered current acceleration atu, ⁇ aa for a period of time (loop). Then the internal request a ref is followed by the ACC request a re f, ⁇ cc with maximum gradient. This ensures a homogeneous transition between driver and ACC control.
  • Brake prefill mode 43 is started immediately when T " h is slightly above T wh / mia , which indicates the need for brake control 45 (see FIG. 4).
  • clutch actuation by the driver in a vehicle with a manual gearbox and excessive braking (overbraking situation) are also taken into account 47, 48 and 49.
  • the LAC controller algorithm gives a desired torque “ h 50, which is converted into a corresponding engine torque T E 51.
  • a clutch torque 54 is determined by considering 52 a transmission factor 53, from which, taking into account drive engine data (loss of torque) 55 the corresponding engine torque T E 51 is determined 56.
  • the engine torque T B 51 is sent to the engine control ECU, preferably via CAN bus.
  • the LAC engine torque Requirement T E 51 does not meet the other requirements of electronic brake control systems, such as vehicle dynamics control (ESP), torque control (MSR) or traction control (TCS).
  • ESP vehicle dynamics control
  • MSR torque control
  • TCS traction control
  • the LAC torque requirement T " h 29 is kept constant at the lowest possible level so that it does not interfere with the LDC controller 22. If the pressure request P xef from the LDC module 22 has been calculated as zero and if the pressure in the brakes P bra itself is zero, then a brake pressure is no longer required.
  • the LAC 7 switches to motor mode 41 or prefill mode 43, depending on the moment T wh calculated at the moment.
  • the LAC control algorithm 7 also outputs a desired torque T wh as the engine torque.
  • the brakes are activated by a low, constant pressure request so that the air clearances between the brake disc and brake pad are overcome.
  • LAC can switch from engine control 41 to brake control 42.
  • LAC Control Structure The structure of the LAC controller 7 (LAC Control Structure) is described in more detail below (see Fig. 6).
  • the acceleration controller portion 24 of the LAC controller 7 essentially consists of an open control loop (open control loop) 58 and a closed PID controller unit 59.
  • auxiliary signals LAC auxiliary signals
  • LAC auxiliary signals are used, whereby the direction of the acceleration request, the gradient of the filtered internal acceleration request and the vehicle acceleration are calculated.
  • ABS vehicle acceleration Signal a ⁇ 33, 34, 35, 60 filtered with a first-order filter 61.
  • a filtered vehicle acceleration a £ ⁇ lrlac 62 is calculated from the ABS vehicle acceleration :
  • a control error E ⁇ f lac is determined 72 by subtracting and fed 73 to the PID controller 59.
  • the signal a ⁇ r ⁇ a ⁇ is only newly determined at the beginning of a LAC motor mode and remains constant via a motor mode loop (see Fig. 7)
  • the gradient of the internal vehicle acceleration request a r et 66 is limited to ⁇ Lac_accel_dem_ctrad_pos, Lac_accel_ de _grad_neg) in normal situations.
  • the start value of the internal value a ref at the start of motor mode 67 is set to the current value (a Srla ⁇ ) ati ⁇ , ia ⁇ (see FIG. 7)
  • the acceleration request In order to determine the direction ⁇ R at , ⁇ a c) of the acceleration request, the acceleration request a ref and the gradient of the filtered acceleration request Bq ⁇ d ⁇ ⁇ calculated first.
  • Bgr a d, ⁇ aa is calculated by subtracting the previous value of a ref from the current value and filtering the result with a first order filter.
  • B g ⁇ ad, iaa is then used to calculate the direction.
  • the acceleration requirement is regarded as constant, from which follows:
  • a filtered vehicle acceleration request gradient agrad.iac is calculated.
  • the gradient a grad , Iao is calculated by subtracting the previous value of a f n rlaa from the current value and filtering the result with a first order filter.
  • LAC feedforward unit 70 By means of a unit of a model-based instantaneous request “LAC feedforward unit” 70 (see FIG. 6), the approximately linear relation between the Vehicle acceleration and moment in a vehicle on a level road and with a nominal vehicle weight are compensated.
  • the LAC feedback part is used to correct all other controller errors, e.g. to compensate for a sloping or rising road surface or different vehicle masses. This is based on the PID controller 59. For comfortable ACC braking, it is important that the LAC signal to the motor controller 24 does not oscillate, but runs smoothly. To achieve this, the controller limits of the PID controller 59 are reduced to zero if the error of the acceleration controller is small.
  • the proportionality signal po Pr iaa 75 (Fig. 8) is proportional to the control error E 1> lac 76 with a certain range for small controller errors according to the following formula:
  • the maximum absolute value of the proportional part R px ⁇ p, iaa is limited to Lac_max_proportional_part Nm.
  • the differentiated signal di ££, ic 77 (see Fig. 9) is proportional to the first derivative (E dtlac ) 78 of the controller error ⁇ rl ac with a special width for small controller errors according to the following formula:
  • the maximum value of the differentiated part is £ £, iac limited to Lacjnax_differential_part Nm.
  • the integral Rjate t , iac 79 (FIG. 10) is proportional to the sum (E L SU MC ) 80 of the controller error E l ⁇ hc with a special accumulation for small control errors:
  • the integral portion Rint, iac is limited to Lac_max__integral_part Nm.
  • the acceleration request 83 of the LAC for engine torque control must also be uniform and not oscillating. To achieve this, the gradient of the acceleration request R L , ⁇ ac is limited 84 (see FIG. 6) The maximum positive / negative gradient of the acceleration request is then:
  • An engine torque ⁇ 86 is then determined from the final, limited gradient T W h 85, taking into account wheel speed sensor data 87 and drive motor data, engine transmission data and transmission data 88. This is preferably done by units of the electronic brake control system.
  • the integral part can be raised if there is a remaining positive accelerator error. This is shown in Fig. 11.
  • the required torque is raised to the maximum possible value if the controller error is negative. This prevents a too long delay time (see Fig. 11).
  • a higher-level module (total longitudinal vehicle control, LVCges) is integrated into the software structure of an electronic brake control system (EBS). This is shown in Fig.12.
  • LVCges 99 within the EBS 98, all functionalities are integrated that have to do with the longitudinal control of the vehicle, such as collision avoidance CAS 100, ACC 101, Stop & Go 102 or cruise control 103, which are essentially based on sensor data 115, 116, 117, 118 from vehicle sensors 119 are based. All requirements of these systems, depending on the definition of internal or external requirements, are transferred in a higher-level status coordinator (LVC-state-machine, LVCges) 104 105,106,107,108. The status coordinator 104 determines an entire request from all requests and transmits this 109 to a central, higher-level acceleration controller LACges 110.
  • LVC-state-machine LVCges
  • Acceleration controller 110 ensures that the request is implemented quickly or conveniently via brake 111 and motor 112.
  • the coordination of the brake 111 and engine 112 is the job of the LACges acceleration controller 110.
  • a 114 starting module HSA module 113 activated by the status coordinator LVCges 104 is used to start again after stopping from the vehicle.
  • the LVCges status coordinator 104 can be converted to a number of control modes that are activated as required. For example, a mode for a stand-by mode, a hold vehicle mode (vehicle stops), a stop vehicle mode (vehicle stop), a drive-off mode (vehicle runs), and an acceleration controller are provided Mode (vehicle acceleration), a deceleration control mode (vehicle deceleration) and a pressure control mode (brake pressure control).
  • a mode for a stand-by mode a hold vehicle mode (vehicle stops), a stop vehicle mode (vehicle stop), a drive-off mode (vehicle runs), and an acceleration controller are provided Mode (vehicle acceleration), a deceleration control mode (vehicle deceleration) and a pressure control mode (brake pressure control).
  • the individual requested pressures 120, 121, 122, 123 and a requested torque from the LACges acceleration controller 123 are supplied in a downstream coordinator COA and a total engine torque request 124 or a total brake pressure request 125 is generated.
  • the total engine torque request 124 is preferably fed 127, 128 to the drive motor 112 or a transmission or drive 126 via a vehicle bus system (BUS) 126.
  • the total brake pressure request 125 is fed to a brake control unit 129 which controls 130 a corresponding brake pressure.
  • Data from vehicle sensors 134, such as yaw rate, set steering wheel rotation angle, lateral acceleration, wheel speeds, master cylinder pressure, brake pedal force and wheel brake cylinder pressure, are taken into account in the control 131.
  • An output signal 135 from the brake control unit 129 is also fed to a further unit 136, which generates output signals 137, 138 for the HSA 113 and LVCges 104.
  • An external acceleration request in particular from an ACC controller 132, can also be taken into account in the control 133.
  • known modules 139 of the brake control 139 are also shown, which are also integrated in the higher-level module LVCges 99.
  • the different requirements for the longitudinal acceleration of the vehicle caused by the new systems can be via different physical variables (braking pressure, braking torque, deceleration, acceleration) or as binary information, for example “stopping the vehicle”, "Start driving" can be requested.
  • Different systems can also make different demands at the same time.
  • the requests can come from internally or externally via the CAN BUS 126.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Controls For Constant Speed Travelling (AREA)

Abstract

L'invention concerne un procédé de régulation d'un système de freinage d'un véhicule, comportant une unité de régulation de la vitesse du véhicule permettant de régler automatiquement une accélération (a) du véhicule. Le procédé selon l'invention est caractérisé en ce qu'il consiste à choisir soit une intervention sur la régulation de freinage ou sur la commande du moteur d'entraînement, soit une intervention sur la régulation de freinage et sur la commande du moteur d'entraînement ; à produire, en cas d'intervention sur la régulation de freinage, une grandeur d'entrée de régulation de freinage, et à effectuer, sur la base de cette grandeur d'entrée de régulation de freinage, une régulation de la pression ou de la puissance de freinage afin d'obtenir l'accélération souhaitée du véhicule ; et, à produire, en cas d'intervention sur la commande du moteur d'entraînement, une grandeur d'entrée de commande du moteur d'entraînement, et à effectuer, sur la base de cette grandeur d'entrée de commande du moteur d'entraînement, une commande du moteur d'entraînement afin d'obtenir l'accélération souhaitée du véhicule.
EP03818918A 2002-11-19 2003-11-13 Procede et dispositif de regulation de l'acceleration longitudinale d'un vehicule Withdrawn EP1704065A2 (fr)

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DE10253753 2002-11-19
DE10253755 2002-11-19
PCT/EP2003/050828 WO2004045898A2 (fr) 2002-11-19 2003-11-13 Procede et dispositif de regulation de l'acceleration longitudinale d'un vehicule

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JP (1) JP2006506270A (fr)
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KR100802695B1 (ko) * 2006-09-05 2008-02-12 현대자동차주식회사 Ａｂｓ 모듈을 이용한 비탈길 발진 보조 장치
JP5031482B2 (ja) 2007-08-10 2012-09-19 株式会社デンソー 車両用停止制御装置及び制御システム
JP4874192B2 (ja) 2007-08-10 2012-02-15 株式会社デンソー 車両用制御装置及び制御システム
JP5026188B2 (ja) 2007-08-10 2012-09-12 株式会社デンソー 車両用制御装置及び車両用制御システム
KR100921107B1 (ko) 2007-12-13 2009-10-08 현대자동차주식회사 적응순항제어 시스템 및 방법
JP5192306B2 (ja) 2008-07-14 2013-05-08 株式会社デンソー 車両制御装置
JP5113020B2 (ja) * 2008-11-10 2013-01-09 株式会社デンソー 加速度制御装置及び加速度制御プログラム
JP5152003B2 (ja) 2009-01-19 2013-02-27 株式会社アドヴィックス 前後加速度制御装置
JP2011025720A (ja) 2009-07-21 2011-02-10 Denso Corp 加速度制御装置
KR101527614B1 (ko) * 2009-09-08 2015-06-09 현대모비스 주식회사 차량의 전자 제어 제동방법
JP5324367B2 (ja) 2009-09-16 2013-10-23 株式会社デンソー 制御要求調停装置
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CN113147734B (zh) * 2021-05-21 2022-09-16 吉林大学 一种基于驾驶员纵向加速意图的闭环控制方法

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DE10393696D2 (de) 2005-10-20
JP2006506270A (ja) 2006-02-23
WO2004045898A3 (fr) 2004-07-22

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