EP2681093A1 - Method for determining the driving resistance of a vehicle - Google Patents

Method for determining the driving resistance of a vehicle

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Publication number
EP2681093A1
EP2681093A1 EP11785596.5A EP11785596A EP2681093A1 EP 2681093 A1 EP2681093 A1 EP 2681093A1 EP 11785596 A EP11785596 A EP 11785596A EP 2681093 A1 EP2681093 A1 EP 2681093A1
Authority
EP
European Patent Office
Prior art keywords
driving resistance
vehicle
vehicle mass
driving
coefficients
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Withdrawn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
EP11785596.5A
Other languages
German (de)
French (fr)
Inventor
Jens Papajewski
Christian Wilhelm
Kostyantyn Bass
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.)
Audi AG
Original Assignee
Audi AG
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Filing date
Publication date
Application filed by Audi AG filed Critical Audi AG
Publication of EP2681093A1 publication Critical patent/EP2681093A1/en
Withdrawn legal-status Critical Current

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Classifications

    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/1005—Driving resistance
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
    • B60W40/13—Load or weight
    • 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
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/0083—Setting, resetting, calibration
    • B60W2050/0088—Adaptive recalibration
    • 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/10—Weight
    • 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/209—Fuel quantity remaining in tank
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope
    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill

Definitions

  • the invention relates to a method for determining the running resistance of a vehicle according to the preamble of patent claim 1.
  • Hybrid vehicles equipped with an electric drive and an internal combustion engine can achieve very low emission levels. Especially in hybrid vehicles, but also in other motor vehicles, it is important for the driver to know how large the remaining range, taking into account the current energy storage content or the tank contents is still. For the determination of the residual range of particular driving resistance of a vehicle is important, which is dependent on the number of occupants, the load, the tire type and other vehicle characteristics.
  • the most accurate knowledge of the driving resistance under different operating conditions of a vehicle can also be used for control tasks within the vehicle.
  • a method for determining the driving resistance of a motor vehicle in which, in conjunction with an automated manual transmission, running resistance values are determined before the start of a switching operation and at a later time. Will in this context a change in driving resistance found, if necessary, a required correction of the switching operation can be performed.
  • the invention has for its object to provide a method for determining the driving resistance of a vehicle, which at the beginning of the journey and during the further journey can provide the most accurate statement about the current driving resistance and vehicle mass.
  • the vehicle mass and driving resistance coefficients are estimated by means of an estimation method taking into account sensor signals before the start of the journey. By means of this estimate, an initial value for the driving resistance is calculated. During the journey, a correction of the driving resistance is then calculated on the basis of measured driving values measured chronologically one after the other, so that the driving resistance originally based on an estimation is determined more accurately while driving. In order to determine these measured values while driving, there is no need to wait for acceleration or coasting operations, but measurements can be carried out at different speeds at different times and used to calculate the driving resistance and the vehicle mass.
  • the estimation of the vehicle mass and the driving resistance coefficients before the start of the journey is carried out by means of a mathematical simulation model, preferably taking into account data which are in any case transmitted via a data bus to a control unit contained in the vehicle.
  • a mathematical simulation model preferably taking into account data which are in any case transmitted via a data bus to a control unit contained in the vehicle.
  • the inventive method can be implemented in a simple manner directly into the control unit.
  • information about the vehicle weight including extra equipment can be stored in the control unit, so that by means of further sensor information, for example about the current tank contents and seat occupancy, a more accurate estimate of the vehicle mass can be made before the journey.
  • load sensors and / or sensor signals which are used for headlamp leveling, be taken into account.
  • Fig. 3 is a functional block diagram for estimating the vehicle mass before driving.
  • FIG. 1 illustrates the estimation of the driving resistance coefficients F 0l Fi, F 2 and the vehicle mass m. The estimation is carried out before the start of the journey, while the calculation, not shown here, is carried out while driving through a plurality of chronologically successive measurements.
  • the estimation takes place in such a way that vehicle data and sensor information such as ambient temperature, current tank content, seat occupancy, ambient pressure, tire pressure, road gradient and the signal of a roof box sensor are taken into account in a mathematical model for the rolling resistance of the vehicle.
  • vehicle data and sensor information such as ambient temperature, current tank content, seat occupancy, ambient pressure, tire pressure, road gradient and the signal of a roof box sensor are taken into account in a mathematical model for the rolling resistance of the vehicle.
  • These data and signals can be taken from a data bus CAN and / or a control unit CPU.
  • the "X” stands for vehicle data as well as for ambient conditions, which can be, for example, influencing variables, such as the drag coefficient and the front face of the vehicle, the vehicle mass, wheel diameter, tire type and temperature specifications, etc.
  • the presence of a roof box can be detected by means of a roof box sensor SD before the start of the journey, whereby a standard evaluation of the drag coefficient c w can be made with the factor 1, 2, which is an increase of 20%. equivalent.
  • the changeover from factor 1 to factor 1, 2 is shown with a broken line.
  • an increase of the end face A L of the vehicle by 0.41 m 2 is made, which is also shown here with a broken line.
  • the estimation of the vehicle mass before the start of the journey is shown by way of example in a functional block diagram.
  • the empty weight is applied to the weight of the individually existing equipment.
  • the weight of the current tank contents is added to the empty weight.
  • the weight of the vehicle occupants is estimated via seat occupancy sensors and in the determination of the vehicle weight taken into account that each occupied seat in the illustrated embodiment, an average value of 75 kg is taken into account.
  • the presence of luggage in the trunk can be considered with a weight surcharge.
  • a weight surcharge of 50 kg is provided, so that the sum of vehicle empty weight and the further weight surcharges leads to the determination of the estimated vehicle mass m FZG SCHAETZ.
  • the estimated values ascertained by way of example according to FIGS. 1 to 3 are replaced by calculated values which result from a multiplicity of measured driving values.
  • the measurements required for this purpose are limited mainly to the driving force F A , the gradient resistance force F S T, the speed v and the acceleration a.
  • Equation 3 the following matrix equation can now be set up for N measurement points:
  • Equation 4 Equation 4 where dv / dt is specified as acceleration a and i G stands for the overall ratio.
  • RRA D is the radius of the wheels
  • J MO T is the moment of inertia of the motor
  • JRAD is the combined mass moment of inertia of the wheels, brakes and drive shafts.
  • Equation 4 can be solved with the least-squares method, resulting in the sought calculated values for the vehicle mass m and the driving resistance coefficients F 0 , F ⁇ F 2 . As soon as these calculated values are available, the values determined by estimation before the start of the journey are replaced. During the journey, a continuous calculation of the values can be carried out, whereby also changing environmental influences, such as wet or dry carriageway, can be taken into account.

Abstract

The invention relates to a method for determining the driving resistance (Fw) of a vehicle, wherein the driving resistance (Fw) is calculated by taking into a account a value for the vehicle mass (m). Before the start of a journey, in an estimation method the vehicle mass (m) and driving resistance coefficients (F0, F1, F2) are estimated by taking into account sensor signals, and an initial value for the driving resistance (Fw) is calculated from said vehicle mass (m) and driving resistance coefficients (F0, F1, F2), wherein during the journey a corrected value for the driving resistance (Fw) and the vehicle mass (m) is calculated on the basis of measured values relating to the journey, which are measured in chronological succession.

Description

Beschreibung Verfahren zur Bestimmung des Fahrwiderstands eines Fahrzeugs  Description Method for determining the running resistance of a vehicle
Die Erfindung betrifft ein Verfahren zur Bestimmung des Fahrwiderstands eines Fahrzeugs nach dem Oberbegriff des Patentanspruchs 1. The invention relates to a method for determining the running resistance of a vehicle according to the preamble of patent claim 1.
Aufgrund knapper werdender Ressourcen und dem gleichzeitig steigenden Umweltbewusstein wird es immer wichtiger, möglichst umweltschonende Kraftfahrzeuge zu entwickeln. Mit Hybridfahrzeugen, die mit einem Elektroantrieb und einem Verbrennungsmotor ausgestattet sind, können sehr geringe Emissionswerte erzielt werden. Gerade bei Hybridfahrzeugen, aber auch bei anderen Kraftfahrzeugen, ist es für den Fahrer wichtig zu wissen, wie groß die Restreichweite unter Berücksichtigung des aktuellen Energiespeicherinhalts bzw. des Tankinhalts noch ist. Für die Bestimmung der Restreichweite ist insbesondere der Fahrwiderstand eines Fahrzeugs von Bedeutung, der von der Anzahl der Insassen, von der Beladung, vom Reifentyp und weiteren Fahrzeugmerkmalen abhängig ist. Due to scarce resources and the increasing environmental awareness at the same time, it is becoming increasingly important to develop vehicles that are as environmentally friendly as possible. Hybrid vehicles equipped with an electric drive and an internal combustion engine can achieve very low emission levels. Especially in hybrid vehicles, but also in other motor vehicles, it is important for the driver to know how large the remaining range, taking into account the current energy storage content or the tank contents is still. For the determination of the residual range of particular driving resistance of a vehicle is important, which is dependent on the number of occupants, the load, the tire type and other vehicle characteristics.
Die möglichst genaue Kenntnis des Fahrwiderstands bei unterschiedlichen Betriebsbedingungen eines Fahrzeugs kann auch für Steuerungsaufgaben innerhalb des Fahrzeugs verwendet werden. Aus der DE 10 2006 022 170 A1 ist zum Beispiel, ein Verfahren zur Ermittlung des Fahrwiderstand eines Kraftfahrzeugs bekannt, bei dem in Verbindung mit einem automatisierten Schaltgetriebe Fahrwiderstandswerte vor Beginn eines Schaltvorgangs und zu einem späteren Zeitpunkt ermittelt werden. Wird in diesem Zusammenhang eine Fahrwiderstandsänderung festgestellt, kann ggf. eine erforderliche Korrektur des Schaltvorgangs durchgeführt werden. The most accurate knowledge of the driving resistance under different operating conditions of a vehicle can also be used for control tasks within the vehicle. From DE 10 2006 022 170 A1, for example, a method for determining the driving resistance of a motor vehicle is known, in which, in conjunction with an automated manual transmission, running resistance values are determined before the start of a switching operation and at a later time. Will in this context a change in driving resistance found, if necessary, a required correction of the switching operation can be performed.
Aus der DE 601 13 226 T2 ist ein Verfahren zur Bestimmung des Fahrwiderstands eines Fahrzeugs bekannt, bei dem von konstanten Fahrwiderstandskoeffizienten und von einer vorgegebenen Fahrzeugmasse ausgegangen wird. Während der Fahrt wird ein Grenzwertvergleich durchgeführt, mit dessen Hilfe während der Fahrt Fahrwiderstandskoeffizienten und die Fahrzeugmasse iterativ genauer bestimmt werden. Zu Beginn der Fahrt werden bei diesen bekannten Verfahren ausschließlich abgespeicherte Konstanten zur Berechnung des Fahrwiderstands herangezogen. From DE 601 13 226 T2 a method for determining the running resistance of a vehicle is known, is assumed in the constant driving resistance coefficient and a predetermined vehicle mass. During the journey, a limit value comparison is carried out, with the aid of which driving resistance coefficients and the vehicle mass are determined iteratively more accurately while driving. At the beginning of the journey, exclusively stored constants are used to calculate the driving resistance in these known methods.
Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren zur Bestimmung des Fahrwiderstands eines Fahrzeugs anzugeben, welches zu Fahrtbeginn und während der weiteren Fahrt eine möglichst genaue Aussage über die aktuellen Fahrwiderstände und die Fahrzeugmasse liefern kann. The invention has for its object to provide a method for determining the driving resistance of a vehicle, which at the beginning of the journey and during the further journey can provide the most accurate statement about the current driving resistance and vehicle mass.
Gemäß dem kennzeichnenden Teil des Patentanspruchs 1 werden vor Fahrtbeginn die Fahrzeugmasse und Fahrwiderstandskoeffizienten mittels eines Schätzverfahrens unter Berücksichtigung von Sensorsignalen geschätzt. Mittels dieser Schätzung wird ein Anfangswert für den Fahrwiderstand berechnet. Während der Fahrt wird dann anhand von zeitlich nacheinander gemessenen Fahrtmesswerten eine Korrektur des Fahrwiderstandes berechnet, so dass der ursprünglich auf einer Schätzung basierende Fahrwiderstand während der Fahrt genauer bestimmt wird. Um diese Messwerte während der Fahrt zu ermitteln, müssen keine Beschleunigungsfahrten oder Ausrollvorgänge abgewartet werden, sondern es können in zeitlichen Abständen bei unterschiedlichen Fahrgeschwindigkeiten Messungen durchgeführt und zur Berechnung des Fahrwiderstands und der Fahrzeugmasse herangezogen werden. Die Abschätzung der Fahrzeugmasse und der Fahrwiderstandskoeffizienten vor Fahrtbeginn erfolgt mittels eines mathematischen Simulationsmodells vorzugsweise unter Berücksichtigung von Daten, die ohnehin über einen Datenbus einem im Fahrzeug enthaltenen Steuergerät übermittelt werden. Somit lässt sich auf einfache Weise das erfindungsgemäße Verfahren direkt in das Steuergerät implementieren. Dabei können im Steuergerät auch Informationen über das Fahrzeuggewicht einschließlich Extraausstattungen abgespeichert sein, so dass mittels weiterer Sensorinformationen, beispielsweise über den aktuellen Tankinhalt und die Sitzbelegung, eine genauere Abschätzung der Fahrzeugmasse vor Fahrtbeginn erfolgen kann. Hierfür können auch Beladungssensoren und/oder Sensorsignale, die zur Leuchtweitenregulierung verwendet werden, mit berücksichtigt werden. Wesentlich ist dabei, dass bei Fahrtbeginn nicht von einem konstant im Speicher vorgegebenen Wert für die Fahrzeugmasse ausgegangen wird, sondern dass die Fahrzeugmasse eben anhand von unterschiedlichen, über den CAN-Bus (Datenbus des Fahrzeugs) übertragenen Signalen abgeschätzt wird. Die Abschätzung der Fahrzeugmasse ist deshalb auch besonders wichtig, weil die Fahrzeugmasse wesentlichen Einfluss auf die Fahrwiderstandskoeffizienten hat. According to the characterizing part of patent claim 1, the vehicle mass and driving resistance coefficients are estimated by means of an estimation method taking into account sensor signals before the start of the journey. By means of this estimate, an initial value for the driving resistance is calculated. During the journey, a correction of the driving resistance is then calculated on the basis of measured driving values measured chronologically one after the other, so that the driving resistance originally based on an estimation is determined more accurately while driving. In order to determine these measured values while driving, there is no need to wait for acceleration or coasting operations, but measurements can be carried out at different speeds at different times and used to calculate the driving resistance and the vehicle mass. The estimation of the vehicle mass and the driving resistance coefficients before the start of the journey is carried out by means of a mathematical simulation model, preferably taking into account data which are in any case transmitted via a data bus to a control unit contained in the vehicle. Thus, the inventive method can be implemented in a simple manner directly into the control unit. In this case, information about the vehicle weight including extra equipment can be stored in the control unit, so that by means of further sensor information, for example about the current tank contents and seat occupancy, a more accurate estimate of the vehicle mass can be made before the journey. For this purpose, load sensors and / or sensor signals, which are used for headlamp leveling, be taken into account. It is essential that at the start of the journey is not assumed by a constant value in the memory for the vehicle mass, but that the vehicle mass is estimated using just different, over the CAN bus (data bus of the vehicle) transmitted signals. The estimation of the vehicle mass is therefore particularly important because the vehicle mass has a significant influence on the driving resistance coefficients.
Eine allgemein gültige Gleichung für den Fahrwiderstand, der auch als Fahrwiderstandskraft bezeichnet werden kann, lautet Fw = F0 + F^v + F2V2, wobei v die Geschwindigkeit des Fahrzeugs ist und F0, F-ι und F2 Fahrwiderstandskoeffizienten sind, die auch als Ausrollkoeffizienten bezeichnet werden können. Dieses Polynom 2. Grades ist geeignet die auf ein Fahrzeug wirkenden Fahrwiderstandskräfte zu approximieren. Nun können während der Fahrt die Fahrzeugmasse und die Fahrwiderstandskoeffizienten Fo, FL F2 unter Verwendung folgender Messwerte berechnet werden: Antriebskraft FA) Steigungswiderstandskraft FST, Geschwindigkeit A generally valid driving resistance equation, which may also be referred to as driving resistance, is F w = F 0 + F v + F 2V 2 , where v is the vehicle speed and F 0 , F- 1 and F 2 are driveability coefficients. which can also be referred to as Auslaufkoeffizienten. This 2nd order polynomial is suitable for approximating the road resistance forces acting on a vehicle. Now, during the journey, the vehicle mass and the driving resistance coefficients Fo, FL F 2 can be calculated using the following measured values: Driving force F A) Gradient resistance force F S T, velocity
Beschleunigung a. Acceleration a.
Die Erfindung wird nachfolgend anhand der Zeichnung näher erläutert. Es zeigen: eine Ablaufübersicht über die einzelnen Schritte zur Abschätzung der Fahrzeugmasse und der Fahrwiderstandskoeffizienten, ein Funktionsblockdiagramm zur Anpassung der Luftwiderstandkoeffizienten bei Vorhandensein einer Dachbox und The invention will be explained in more detail with reference to the drawing. It shows a sequence overview of the individual steps for estimating the vehicle mass and the driving resistance coefficients, a functional block diagram for adapting the air resistance coefficients in the presence of a roof box and
Fig. 3 ein Funktionsblockdiagramm zur Schätzung der Fahrzeugmasse vor Fahrtbeginn. Fig. 3 is a functional block diagram for estimating the vehicle mass before driving.
In Fig. 1 ist die Abschätzung der Fahrwiderstandskoeffizienten F0l Fi, F2 und der Fahrzeugmasse m veranschaulicht. Die Abschätzung erfolgt vor Fahrtbeginn, während die hier nicht dargestellte Kalkulation während der Fahrt durch eine Vielzahl von zeitlich aufeinander folgenden Messungen durchgeführt wird. FIG. 1 illustrates the estimation of the driving resistance coefficients F 0l Fi, F 2 and the vehicle mass m. The estimation is carried out before the start of the journey, while the calculation, not shown here, is carried out while driving through a plurality of chronologically successive measurements.
Die Abschätzung erfolgt in der Weise, dass Fahrzeugdaten und Sensorinformationen, wie Umgebungstemperatur, aktueller Tankinhalt, Sitzbelegung, Umgebungsdruck, Reifendruck, Straßenneigung und das Signal eines Dachboxsensors, in einem mathematischen Modell für den Fahrwiderstand des Fahrzeugs Berücksichtigung finden. Diese Daten und Signale können einem Datenbus CAN und/oder einem Steuergerät CPU entnommen werden. Das mathematische Modell basiert dabei auf der allgemeinen Gleichung für den Fahrwiderstand Fw = F0 + Fi · v · F2 2, wobei die Fahrwiderstandskoeffizienten F0, F^ F2 von der Fahrzeugmasse und von weiteren Betriebsparametern des Fahrzeugs abhängen, beispielsweise vom Luftwiderstandsbeiwert cw und von der Stirnfläche AL des Fahrzeugs. The estimation takes place in such a way that vehicle data and sensor information such as ambient temperature, current tank content, seat occupancy, ambient pressure, tire pressure, road gradient and the signal of a roof box sensor are taken into account in a mathematical model for the rolling resistance of the vehicle. These data and signals can be taken from a data bus CAN and / or a control unit CPU. The mathematical model is based on the general equation for the driving resistance F w = F 0 + Fi * v * F 2 2 , wherein the driving resistance coefficients F 0 , F ^ F 2 depend on the vehicle mass and other operating parameters of the vehicle, for example, the drag coefficient c w and from the end face A L of the vehicle.
Mit Hilfe eines mathematischen Modells kann nun eine Simulation SIM für unterschiedliche Geschwindigkeiten durchgeführt werden, die einen Verlauf für den Fahrwiderstand Fw in Abhängigkeit von der Geschwindigkeit ergibt und eine Berechnung der Fahrwiderstandskoeffizienten F0, Fi , F2 ermöglicht. With the aid of a mathematical model, a simulation SIM for different speeds can now be carried out, which gives a progression for the driving resistance F w as a function of the speed and enables a calculation of the driving resistance coefficients F 0 , Fi, F 2 .
Als mathematisches Modell wird für den Fahrwiderstand FW mod nachfolgende Gleichung angenommen: Fw,mod = F0(Xo)+F1(X1)v+F2(X2)v2 (Gleichung 1) As a mathematical model, the following equation is assumed for the driving resistance F W mod : F w , mod = F 0 (X o) + F 1 (X 1 ) v + F 2 (X 2 ) v 2 (Equation 1)
Dabei steht das "X" sowohl für Fahrzeugdaten als auch für Umgebungsbedingungen, wobei es sich zum Beispiel um Einflussgrößen, wie den Luftwiderstandsbeiwert und die Stirnfläche des Fahrzeugs, die Fahrzeugmasse, Raddurchmesser, Reifentyp und Temperaturangaben, etc. handeln kann. The "X" stands for vehicle data as well as for ambient conditions, which can be, for example, influencing variables, such as the drag coefficient and the front face of the vehicle, the vehicle mass, wheel diameter, tire type and temperature specifications, etc.
Mit einem solchen mathematischen Modell können für N unterschiedliche Fahrgeschwindigkeiten v1-N Wertepaare (Vj,FWii) ermittelt werden, die in folgende Matrizengleichung eingetragen werden: With such a mathematical model it is possible to determine v 1-N value pairs (Vj, F Wii ) for N different driving speeds, which are entered into the following matrix equation:
(Gleichung 2) (Equation 2)
Durch das Lösen dieser Matrizengleichung können dann für F0, F2 mit diesem Abschätzverfahren die gesuchten, wenigstens teilweise auf Schätzwerten basierenden Koeffizienten F0)SCHAETZ F1 )SCHAETZ F2ISCHAETZ bestimmt werden. By solving this matrix equation, the sought-after coefficients F 0) S CHAETZ F 1) S CHAETZ F 2IS CHAETZ can then be determined for F 0 , F 2 using this estimation method.
Zur genaueren Bestimmung des für das Abschätzverfahren verwendeten Luftwiderstands kann vor Fahrtbeginn gemäß Fig. 2 mittels eines Dachboxsensors SD das Vorhandensein einer Dachbox erkannt werden, wodurch eine pauschale Bewertung des Luftwiderstandsbeiwerts cw mit dem Faktor 1 ,2 erfolgen kann, was einer Erhöhung um 20 % entspricht. Im Funktionsblock FB1 ist die Umschaltung vom Faktor 1 auf den Faktor 1 ,2 mit unterbrochener Linie dargestellt. Außerdem wird bei Erkennung einer Dachbox gemäß Funktionsblock FB2 eine Erhöhung der Stirnfläche AL des Fahrzeugs um 0,41 m2 vorgenommen, was hier ebenfalls mit einer unterbrochenen Linie dargestellt ist. For more accurate determination of the air resistance used for the estimation process, the presence of a roof box can be detected by means of a roof box sensor SD before the start of the journey, whereby a standard evaluation of the drag coefficient c w can be made with the factor 1, 2, which is an increase of 20%. equivalent. In function block FB1, the changeover from factor 1 to factor 1, 2 is shown with a broken line. In addition, upon detection of a roof box in accordance with function block FB2 an increase of the end face A L of the vehicle by 0.41 m 2 is made, which is also shown here with a broken line.
In Fig. 3 ist nun beispielhaft die Abschätzung der Fahrzeugmasse vor Fahrtbeginn in einem Funktionsblockdiagramm dargestellt. Das Leergewicht wird mit dem Gewicht der individuell vorhandenen Ausstattung beaufschlagt. Außerdem wird das Gewicht des aktuellen Tankinhalts zum Leergewicht addiert. Weiterhin wird über Sitzbelegungssensoren das Gewicht der Fahrzeuginsassen abgeschätzt und bei der Ermittlung des Fahrzeugsgewichts in der Weise berücksichtigt, dass pro belegtem Sitz im dargestellten Ausführungsbeispiel ein Mittelwert von 75 Kg berücksichtigt wird. Außerdem kann das Vorhandensein von Gepäck im Kofferraum mit einem Gewichtszuschlag berücksichtigt werden. Schließlich ist noch bei Benutzung einer Dachbox ein Gewichtszuschlag von 50 Kg vorgesehen, so dass die Summe von Fahrzeugleergewicht und der weiteren Gewichtszuschläge zur Ermittlung der geschätzten Fahrzeugmasse m FZG SCHAETZ führt. In FIG. 3, the estimation of the vehicle mass before the start of the journey is shown by way of example in a functional block diagram. The empty weight is applied to the weight of the individually existing equipment. In addition, the weight of the current tank contents is added to the empty weight. Furthermore, the weight of the vehicle occupants is estimated via seat occupancy sensors and in the determination of the vehicle weight taken into account that each occupied seat in the illustrated embodiment, an average value of 75 kg is taken into account. In addition, the presence of luggage in the trunk can be considered with a weight surcharge. Finally, when using a roof box, a weight surcharge of 50 kg is provided, so that the sum of vehicle empty weight and the further weight surcharges leads to the determination of the estimated vehicle mass m FZG SCHAETZ.
Nach Fahrtbeginn werden die beispielhaft gemäß Fig. 1 bis Fig. 3 ermittelten Schätzwerte durch berechnete Werte ersetzt, die sich aus einer Vielzahl von Fahrtmesswerten ergeben. Die hierfür benötigten Messungen beschränken sich hauptsächlich auf die Antriebskraft FA, die Steigungswiderstandskraft FST, die Geschwindi keit v und die Beschleunigung a. Mit der Bewegungsgleichung After the start of the journey, the estimated values ascertained by way of example according to FIGS. 1 to 3 are replaced by calculated values which result from a multiplicity of measured driving values. The measurements required for this purpose are limited mainly to the driving force F A , the gradient resistance force F S T, the speed v and the acceleration a. With the equation of motion
(Gleichung 3) kann nun für N Messpunkte die nachfolgende Matrizengleichung aufgestellt werden: (Equation 3), the following matrix equation can now be set up for N measurement points:
(Gleichung 4) dabei ist dv/dt als Beschleunigung a angegeben und iG steht für die Gesamtübersetzung. RRAD ist der Radius der Räder, JMOT das Motorträgheitsmoment und JRAD ist das zusammengefasste Massenträgheitsmoment der Räder, Bremsen und Gelenkwellen. (Equation 4) where dv / dt is specified as acceleration a and i G stands for the overall ratio. RRA D is the radius of the wheels, J MO T is the moment of inertia of the motor, and JRAD is the combined mass moment of inertia of the wheels, brakes and drive shafts.
Bei einer Anzahl von N Messpunkten kann die Gleichung 4 mit dem Least- Squares-Verfahren gelöst werden, woraus sich die gesuchten kalkulierten Werte für die Fahrzeugmasse m und die Fahrwiderstandskoeffizienten F0, F^ F2 ergeben. Sobald diese kalkulierten Werte vorliegen, werden die vor Fahrtbeginn durch Schätzung ermittelten Werte ersetzt. Während der Fahrt kann dann eine fortlaufende Kalkulation der Werte durchgeführt werden, wobei auch sich ändernde Umgebungseinflüsse, wie nasse oder trockene Fahrbahn, Berücksichtigung finden können. For a number of N measurement points, Equation 4 can be solved with the least-squares method, resulting in the sought calculated values for the vehicle mass m and the driving resistance coefficients F 0 , F ^ F 2 . As soon as these calculated values are available, the values determined by estimation before the start of the journey are replaced. During the journey, a continuous calculation of the values can be carried out, whereby also changing environmental influences, such as wet or dry carriageway, can be taken into account.

Claims

Patentansprüche claims
Verfahren zur Bestimmung des Fahrwiderstands (Fw) eines Fahrzeugs, wobei unter Berücksichtigung eines Wertes für die Fahrzeugmasse (m) eine Berechnung des Fahrwiderstands (Fw) erfolgt, dadurch gekennzeichnet, dass vor Fahrtbeginn in einem Schätzverfahren unter Berücksichtigung von Sensorsignalen die Fahrzeugmasse (m) und Fahrwiderstandskoeffizienten (F^F^) geschätzt werden und daraus ein Anfangswert für den Fahrwiderstand (Fw) berechnet wird, und dass dann während der Fahrt anhand von zeitlich nacheinander gemessenen Fahrtmeßwerten ein korrigierter Wert für den Fahrwiderstand (Fw) und die Fahrzeugmasse (m) berechnet wird. Method for determining the driving resistance (F w ) of a vehicle, taking into account a value for the vehicle mass (m) calculating the driving resistance (F w ), characterized in that the vehicle mass (m ) and driving resistance coefficients (F ^ F ^) are estimated and from this an initial value for the driving resistance (F w ) is calculated, and then during driving, a corrected value for the driving resistance (F w ) and the vehicle mass (m) is calculated.
Verfahren nach Anspruch 1 , dadurch gekennzeichnet, dass die Abschätzung der Fahrzeugmasse (m) und der Fahrwiderstandskoeffizienten (F0,F1,F2) vor Fahrtbeginn mittels eines mathematischen Simulationsmodells unter Berücksichtigung von Daten erfolgt, die einem im Fahrzeug enthaltenen Steuergerät über einen Datenbus übermittelt werden und/oder in einem Steuergerät abgelegt sind. A method according to claim 1, characterized in that the estimation of the vehicle mass (m) and the driving resistance coefficients (F 0 , F 1 , F 2 ) before the start of the journey by means of a mathematical simulation model takes into account data that a control unit contained in the vehicle via a data bus are transmitted and / or stored in a control unit.
Verfahren nach Anspruch 2, dadurch gekennzeichnet, dass Sensorsignale von Beladungssensoren und/oder Temperatursensoren und/oder Sitzbelegungssensoren und/oder Drucksensoren und/oder Feuchtigkeitssensoren und/oder Radsensoren für die Abschätzung herangezogen werden. A method according to claim 2, characterized in that sensor signals from load sensors and / or temperature sensors and / or seat occupancy sensors and / or pressure sensors and / or humidity sensors and / or wheel sensors are used for the estimation.
Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass für das Abschätzverfahren fahrzeugspezifische Vorgabewerte und aus Sensorsignalen abgeleitete Korrekturwerte zur Bestimmung der Fahrzeugmasse (m) und der Fahrwiderstands- koeffizienten (F0, F ( F2) verwendet werden. Method according to one of the preceding claims, characterized in that for the estimation method vehicle-specific default values and correction values derived from sensor signals are used to determine the vehicle mass (m) and the road resistance coefficients (F 0 , F ( F 2 ).
Verfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass während der Fahrt die Fahrzeugmasse m und die Fahrwiderstandskoeffizienten F0, F1 f F2 unter Verwendung der Messwerte, wie Antriebskraft FA, Steigungswiderstandskraft FST) Geschwindigkeit v und Beschleunigung a = dv/dt berechnet werden. Method according to one of the preceding claims, characterized in that during driving the vehicle mass m and the driving resistance coefficients F 0 , F 1 f F 2 using the measured values, such as driving force F A , gradient resistance force F ST) speed v and acceleration a = dv / dt be calculated.
Verfahren nach Anspruch 5, dadurch gekennzeichnet, dass die Berechnung der Fahrzeugmasse m und der Fahrwiderstandskoeffizienten F0, F-i , F2 anhand der Messwerte unter Verwendung fol ender Bewegungsgleichung erfolgt: dabei ist RRAD der Radius der Räder, JMOT das Motorträgheitsmoment und JRAD das zusammengefasste Massenträgheitsmoment der Räder, Bremsen und Gelenkwellen und iG die Gesamtübersetzung. A method according to claim 5, characterized in that the calculation of the vehicle mass m and the driving resistance coefficients F 0 , Fi, F 2 is carried out on the basis of the measured values using the following equation of motion: where RRAD is the radius of the wheels, J MO T is the moment of inertia of the motor and JRAD is the combined mass moment of inertia of the wheels, brakes and cardan shafts and i G is the overall ratio.
7. Verfahren nach einem der Ansprüche 5 oder 6, dadurch gekennzeichnet, dass eine Anzahl von N Messungen bei unterschiedlichen Geschwindigkeiten die Messwerte für die Matrizengleichung 7. The method according to any one of claims 5 or 6, characterized in that a number of N measurements at different speeds, the measured values for the matrix equation
liefert, wobei durch Lösung der Matrizengleichung nach dem Least- Squares-Verfahren die Werte für die Fahrwiderstandskoeffizienten (F0, F^ F2) und die Fahrzeugmasse (m) erhalten werden. yields, by solving the matrix equation according to the least squares method, the values for the driving resistance coefficients (F 0 , F ^ F 2 ) and the vehicle mass (m) are obtained.
EP11785596.5A 2011-03-04 2011-11-17 Method for determining the driving resistance of a vehicle Withdrawn EP2681093A1 (en)

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