EP3177492A1 - Procédé servant à déterminer le rapport cyclique d'un signal à modulation de largeur d'impulsion au moyen d'un appareil de commande de véhicule, et appareil de commande de véhicule - Google Patents

Procédé servant à déterminer le rapport cyclique d'un signal à modulation de largeur d'impulsion au moyen d'un appareil de commande de véhicule, et appareil de commande de véhicule

Info

Publication number
EP3177492A1
EP3177492A1 EP15738591.5A EP15738591A EP3177492A1 EP 3177492 A1 EP3177492 A1 EP 3177492A1 EP 15738591 A EP15738591 A EP 15738591A EP 3177492 A1 EP3177492 A1 EP 3177492A1
Authority
EP
European Patent Office
Prior art keywords
signal
vehicle control
duty cycle
states
clock
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Withdrawn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
EP15738591.5A
Other languages
German (de)
English (en)
Inventor
Christian Hecht
Henning SÜLTMANN
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.)
ZF CV Systems Hannover GmbH
Original Assignee
Wabco GmbH
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 Wabco GmbH filed Critical Wabco GmbH
Publication of EP3177492A1 publication Critical patent/EP3177492A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • G—PHYSICS
    • G07—CHECKING-DEVICES
    • G07C—TIME OR ATTENDANCE REGISTERS; REGISTERING OR INDICATING THE WORKING OF MACHINES; GENERATING RANDOM NUMBERS; VOTING OR LOTTERY APPARATUS; ARRANGEMENTS, SYSTEMS OR APPARATUS FOR CHECKING NOT PROVIDED FOR ELSEWHERE
    • G07C5/00—Registering or indicating the working of vehicles
    • G07C5/08—Registering or indicating performance data other than driving, working, idle, or waiting time, with or without registering driving, working, idle or waiting time
    • 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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/885—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
    • 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
    • B60T2220/00—Monitoring, detecting driver behaviour; Signalling thereof; Counteracting thereof
    • B60T2220/04—Pedal travel sensor, stroke sensor; Sensing brake request
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/413—Plausibility monitoring, cross check, redundancy

Definitions

  • the invention relates to a method for determining the duty cycle of a pulse-width-modulated signal by means of a vehicle control device.
  • the invention further relates to a vehicle control device according to the preamble of claim 18.
  • Vehicle control devices serve to control or monitor single or multiple functions of a vehicle, in particular of a motor vehicle.
  • external signals or measured values are processed, which accordingly have to be recorded or recorded by the control unit.
  • This measurement recording or detection of the signals as well as the processing of the same must usually meet high safety requirements to avoid malfunction as possible.
  • the requirements may vary.
  • Brake control devices are vehicle control devices that generally have to meet particularly high safety requirements.
  • various brake control devices are used, in particular electronically controlled brake systems or special anti-lock braking systems.
  • the most important external signal is typically a brake request. This is usually specified by the driver of the vehicle, whereby usually chzel the operation of a brake pedal is evaluated.
  • the brake pedal usually has two independent transducers, so-called brake encoders on.
  • a pulse width modulated (or also pulse length modulated) signal (PWM signal) is generated by each of the brake encoders.
  • PWM signal pulse width modulated (or also pulse length modulated) signal
  • the duty cycle ie the ratio of the duration of two states to each other, is dependent on the operation, in particular on the position of the brake pedal.
  • the duty cycle is thus thus typically proportional to the strength of the footstep on the brake pedal, ie in particular to its stroke.
  • the detection or measurement of the duty cycle of the signal also takes place in a redundant manner.
  • the duty cycle of the signal is usually first determined by means of a first (main) method. This is typically done by means of a so-called recording and comparison unit or capture / compare unit (CCU), which is integrated in many microcontractors.
  • CCU capture / compare unit
  • the vehicle control devices or brake control devices discussed here also have such microcontrollers with at least one recording and comparison unit. This then determines the duty cycle of the pulse width modulated signal by timing. In addition, it can be determined in further successive measurements whether the value of the duty cycle changes or at what speed this occurs.
  • the signal is additionally filtered by means of a low-pass filter and fed to an analog-to-digital converter (A / D converter).
  • a / D converter analog-to-digital converter
  • the result also corresponds to the duty cycle of the pulse-width modulated signal and can thus be used to control the measurement acquisition by the CCU.
  • Low-pass filters and analog-to-digital converters are installed on at least one board in addition to the microcontroller.
  • a disadvantage of the known method for redundant recording of the duty cycle is that external components are required in addition to the microcontroller, namely at least one low-pass filter and one or more A / D filters. Converter. These cost space on the board, cause additional costs and must be installed. In addition, unwanted delays occur due to the analog-to-digital conversion or the low-pass filtering.
  • the invention is therefore based on the object of specifying a method for the redundant determination of the duty cycle of a pulse width modulated signal by a vehicle control module, which allows a determination of the duty cycle, in which board space is saved or without the need for external components.
  • the signal is periodically scanned by the vehicle control unit for determining the duty cycle or queried. It is used in particular for the redundant determination of the duty cycle in addition to a further measurement method.
  • the periodic polling can be done by existing components of the vehicle control unit, in particular directly by an existing microcontroller.
  • the signal is queried or processed via an existing input of the microcontroller, preferably by means of existing units of the microcontroller.
  • the method is preferably independent of the measured value recording by the recording and comparison unit (CCU). Additional components, such as a low-pass filter, are therefore not required according to the invention. Delays due to the analog-to-digital conversion or the low-pass filtering are thus avoided.
  • the signal preferably has several, in particular two possible states.
  • the states are taken in particular successively.
  • each of the states within a cycle is taken only once.
  • the duration of the cycle can be determined.
  • the ratio of the duration of the states preferably represents the duty cycle of the signal. This results in the duty cycle in particular from the ratio of the durations of the states to each other.
  • each state of the signal is determined by counting the clocks of the clock signal in the respective state.
  • a duty cycle of the signal is determined and / or calculated from the ratio of the duration of a plurality of states of the signal.
  • At least one complete cycle of the signal is measured.
  • One cycle of the signal consists in particular of a passage of both states. From the ratio of the duration of the two states, the duty cycle is then determined and / or calculated.
  • the signal is interrogated or sampled at fixed intervals or at a constant frequency. This means that a regular measured value recording or interrogation of the signal takes place.
  • the time interval between two measurements is especially predetermined.
  • the time profile of the state of the pulse width modulated signal can be detected in a reproducible manner.
  • a periodic clock signal is generated and / or used to interrogate or sample the signal periodically.
  • the periodic query is simplified coupled to periodic clock signals that are widely available.
  • the interrogation or the sampling can take place at each individual clock event and / or also after in each case a defined number of clock events or clock intervals or also clock cycles.
  • the clock signal preferably has a constant clock rate. This means that the clock events occur with constant frequency and thus well reproducible.
  • the clock intervals are constant or the same length. This means that the clock events occur in regular succession.
  • the clock cycles, ie the intervals between two clock events, are therefore typically the same length.
  • more than a single clock signal can usually be used to make a distinction.
  • the clock signal preferably has a higher clock rate or modulation frequency than the signal.
  • a sufficiently high clock rate ensures that the signal can be sampled sufficiently frequently.
  • the signal can preferably be resolved sufficiently high. Errors in the measurement of the state duration are thus minimized. This is particularly necessary in order to be able to determine the length of the pulse width of the signal as accurately as possible.
  • the clock rate or sampling rate is at least about one order of magnitude, preferably two orders of magnitude larger in the clock signal than in the signal.
  • One order of magnitude corresponds to a factor of 10 as usual. This ensures a sufficiently high sampling rate.
  • the duty cycle of the states of the signal depends on the operation of the at least one sensor. This converts a sensor operation into such a signal.
  • the stroke or the extent and / or the speed of the actuation is decisive for the duty cycle of the states.
  • the duty cycle is proportional to the strength of the operation or to the stroke of the sensor or the associated transducer.
  • a sensor for a brake control unit is used in particular a brake pedal.
  • several, in particular the two methods for determining the duty cycle are carried out independently of one another and / or are based on different principles. This allows a redundant determination of the duty cycle in an independent manner. By using different principles or measurement methods, inherent errors can be excluded.
  • the frequency of the pulse width modulation of the signal is determined from the duty cycle of the signal.
  • a failure of the measured value or brake value transmitter can be detected.
  • This determination is made possible in particular by the measuring method according to the invention itself.
  • the number of clock events for a complete cycle of the pulse width modulation is counted and multiplied by the duration of a single clock event.
  • the inverse of this value gives the frequency.
  • This offers the advantage that a frequency determination is possible independently of other components, ie a complete redundancy.
  • a determination is usually made by the main method or the recording and comparison unit (CCU). This would be no longer possible in case of failure of this system frequency determination.
  • CCU recording and comparison unit
  • a vehicle control device having the features of claim 18.
  • a vehicle control device preferably brake control device, such as an ABS (Antilock Brake System) and / or EBS control device (Electronic Braking System), proposed, which is particularly suitable for carrying out the method described above.
  • the vehicle control unit is characterized in that the recording device periodically interrogates or scans the state of the signal for determining the pulse duty factor. It is preferably designed for the periodic interrogation or for the periodic scanning of the same. In this way, the duration of the possible states of the signal can be determined separately in each case.
  • This measuring method differs fundamental to the usual measured value detection or detection, for example with an analog-to-digital converter or even that of a recording and comparison unit (CCU).
  • CCU recording and comparison unit
  • a device for generating and / or evaluating a periodic clock signal is provided in order to trigger the periodic sampling of the signal.
  • a regular query is guaranteed.
  • an interrupt request of the vehicle control device may be provided as a clock signal.
  • Such interrupt requests or interrupts are implemented in particular in virtually every microcontroller.
  • they are typically also provided in a vehicle control unit. They are used, for example, to query external units and / or components, to determine measured values in specific time units or the like. In this case, they are used for periodically sampling the signal.
  • the signal has several, preferably two states.
  • the ratio of the duration of the states to one another thus provides a basis for calculating an actuation of the sensors.
  • the control unit is in particular designed to carry out exactly this determination.
  • the ratio of the duration of the states or the aspect ratio of the states provides, in particular, a basis for calculating the actuation of the sensors, in particular the path length, the stroke, the extent or speed and / or the acceleration of the actuation.
  • a pedal such as in particular a brake pedal, only touched, more or less widely worn or fully penetrated.
  • the duty cycle of the signal provides in particular a corresponding measured value.
  • the duty cycle is preferably proportional to the stroke of the pedal. Between pedal stroke and duty ratio is in particular a linear relationship.
  • At least one counter is provided for the respective number of clocks of a state of the signal. This can indirectly determine the duration of the respective state of the signal. From the ratio of the counts of several states of the signal can be calculated in particular the duty cycle.
  • a redundant query and / or determination of the duty ratio of the signal is provided in the vehicle control unit. This ensures an error-free query even if individual components fail.
  • a redundant determination of the duty cycle preferably several independent and / or differently operating devices or methods are provided for determining the duty cycle of the signal. Different methods or independently operating devices or units ensure sufficient reliability. Procedural inherent errors are best excluded.
  • Fig. 3 is an illustration of a pulse width modulated signal with an associated clock signal.
  • the vehicle control unit of the embodiment described here is a brake control unit 10.
  • the brake control unit 10 is used to initiate and control braking operations in a vehicle, not shown here, such as a truck or bus.
  • the brake control unit 10 includes a microcontroller, not shown here.
  • the microcontroller handles the actual measurement, control and monitoring tasks.
  • the vehicle has at least one source of a signal 12, a so-called signal generator or signal transmitter.
  • Two such signal encoders are each designed as a brake value transmitter 14 in this case.
  • Brake pedal 16 provides information about a braking request of a driver of the vehicle, not shown here, in which the brake control unit 10 operates.
  • the brake control unit 10 has an input for processing the signal 12. As soon as a brake request is detected, a braking process must be initiated immediately.
  • the information about the operation of the brake pedal 16 is first converted by the brake value transmitter 14 in a pulse width modulated signal 12.
  • the driver usually varies the circumference or the stroke of the operation of the brake pedal 16. This means that only a small braking effect is to be achieved with a small deflection of the brake pedal 16, while at a strong deflection of the brake pedal 16 a large braking effect is to be achieved.
  • the resulting signal 12 accordingly represents a value that is proportional to the actuation of the brake pedal 16.
  • states 18 and 20 are usually two different voltage levels.
  • the duration of the two states 18 and 20 can be varied, the total duration of both states 18 and 20 taken together generally being consistent. is constant.
  • the ratio of the duration of the first state 18 to the duration of the second state 20 thus indicates the so-called duty cycle of the signal 12.
  • This ratio of the two states 18 and 20 then gives an overall value which is proportional to the pedal operation.
  • the lengths or durations of the two states 18 and 20 are set in relation to one another. The longer the signal 12 is in the state 18, the shorter the signal 12 is in the state 20, since the total length or overall duration of a cycle of the pulse width modulation is typically constant.
  • the relative values of the two states 18 and 20 thus provide a ratio which has a value between zero and infinity, usually a maximum value is set.
  • the signal 12 is usually via electrical and / or lines from
  • the duty ratio of the signal 12 is determined there by means of a so-called recording and comparison unit or capture / compare unit (CCU). Although such a CCU is not shown here, it is supplied with the signal 12 via a line 22.
  • CCU capture / compare unit
  • the length or duration of each of the two states 18 and 20 of the signal 12 is detected and stored in each case as a numerical value. By comparing a plurality of stored values, additional information about the speed of actuation of the brake value transmitter 14 or other information about the dynamics of the process can also be determined.
  • a separate unit 26 is typically provided.
  • this includes a low-pass filter 28 and an analog-to-digital converter 30.
  • the low-pass filtering and analog-to-digital conversion produce a value representing the duty cycle of the pulse-width-modulated signal 12.
  • the current measured value of the recording and comparison unit which is likewise supplied via the line 22 with the signal 12, can be compared at any time.
  • the signal 12 with its two states 18 and 20 is processed in each case within the brake control unit 10. Accordingly, it is readily possible to detect both the presence of state 18 and state 20. In this case, a complete cycle of the signal 12 consists of the combination of a state 18 and a state 20, before switching back to the state 18.
  • a clock signal 32 is used, as shown by way of example in FIG.
  • the clock signal 32 has a plurality of clock events 34. These follow each other at fixed time intervals, so they are (strictly) periodic.
  • the new method for determining the duty cycle is basically to query the current state of the signal 12 in a regular, so periodically.
  • the clock signal 32 is used to query the current state of the signal 12 at each clock event 34. This is also shown in Fig. 3.
  • the number of clock events 34 for each state 18 and 20, respectively, are counted. If signal 12 is initially in state 18, a first counter is incremented. This is repeated at each additional clock event in state 18. As soon as state 20 is then determined at a clock event 34, a second counter is incremented. This will be for everyone further clock events 34 as long as repeated until a switch to the state 18 takes place.
  • Tv t (state 18) / (t (state 18) + 1 (state 20)).
  • the determined value of the duty cycle Tv can then be compared directly with the values determined by the storage and comparison unit.
  • the clock signal 32 can be a separately generated signal as well as a signal already present within the brake control unit 10 or another microcontroller.
  • an interrupt request or an interrupt is suitable for this purpose. This is used by the microcontroller in the brake control unit 10 for query purposes or for interrupting ongoing processes, for example, to meet parallel tasks.
  • Such clocks, in particular interrupts are present in virtually every microcontroller.
  • a unit for detecting the two states 18 and 20 is already present in the control unit 16. Therefore, a method for determining the duty cycle Tv of the signal 12 can be implemented in a simple manner by means of two counters and a computing unit. By increasing the sampling frequency, that is to say by means of a higher-frequency clock signal, the accuracy of determining the pulse duty factor can optionally be increased further.
  • the signal 12 is therefore, as shown in FIG. 2, fed directly to the recording and comparison unit via line 22.
  • a Schmitt trigger 36 or a similar device may be provided to pull the states 18 and 20 of the signal 12 respectively to defined voltage levels or to adjust the impedance, in particular by providing a driver with low impedance.
  • the modulation frequency of the signal 12 or the frequency of the pulse width modulation can be determined directly from the signal 12.
  • the frequency of the pulse width modulation is the repetition frequency of the cycles of the signal 12, wherein one cycle of the signal 13 consists of exactly two associated states 18 and 20.
  • the number of clock events 34 is counted, resulting in a complete cycle of the signal 12 from the two states 18 and 20.
  • the frequency of the clock signal 32 and the duration of a clock event 34 is known.
  • the number of counted clock events 34 of a cycle of the signal 12 is multiplied by the duration of a clock event 34. This results in the period of a cycle of the signal 12.
  • the reciprocal of this period ie a division of 1 by the period, then gives the frequency of the pulse width modulation of the signal 12. The calculation can therefore

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un procédé servant à déterminer le rapport cyclique d'un signal à modulation de largeur d'impulsion au moyen d'un appareil de commande de véhicule, et un appareil de commande de véhicule. Pour des raisons de sécurité, on mesure de manière redondante le rapport cyclique de signaux (12) à modulation de largeur d'impulsion dans un appareil de commande de véhicule, tel qu'un appareil de commande de frein (10) en particulier. Selon l'état de la technique, on détermine le rapport cyclique du signal (12) à modulation de largeur d'impulsion au moyen d'un filtre passe-bas et d'une conversion analogique-numérique, que l'on compare à la valeur déterminée par une unité de mémorisation et de comparaison. Selon l'invention, le rapport cyclique du signal (12) est déterminé directement au moyen d'un balayage périodique. On détermine en supplément la durée respective des états (18 et 20) du signal (12) au moyen d'un signal d'horloge (32). A l'issue d'un cycle complet, le rapport cyclique peut alors être déterminé directement à partir du rapport des durées des états (18 et 20).
EP15738591.5A 2014-08-05 2015-07-13 Procédé servant à déterminer le rapport cyclique d'un signal à modulation de largeur d'impulsion au moyen d'un appareil de commande de véhicule, et appareil de commande de véhicule Withdrawn EP3177492A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102014011706.5A DE102014011706A1 (de) 2014-08-05 2014-08-05 Verfahren zur Ermittlung des Tastverhältnisses eines pulsweitenmodulierten Signals mittels eines Fahrzeugsteuergerätes und Fahrzeugsteuergerät
PCT/EP2015/001435 WO2016020036A1 (fr) 2014-08-05 2015-07-13 Procédé servant à déterminer le rapport cyclique d'un signal à modulation de largeur d'impulsion au moyen d'un appareil de commande de véhicule, et appareil de commande de véhicule

Publications (1)

Publication Number Publication Date
EP3177492A1 true EP3177492A1 (fr) 2017-06-14

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EP15738591.5A Withdrawn EP3177492A1 (fr) 2014-08-05 2015-07-13 Procédé servant à déterminer le rapport cyclique d'un signal à modulation de largeur d'impulsion au moyen d'un appareil de commande de véhicule, et appareil de commande de véhicule

Country Status (5)

Country Link
US (1) US20170221281A1 (fr)
EP (1) EP3177492A1 (fr)
CN (1) CN106660527A (fr)
DE (1) DE102014011706A1 (fr)
WO (1) WO2016020036A1 (fr)

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US20230339439A1 (en) * 2022-04-20 2023-10-26 GM Global Technology Operations LLC Trailer braking enhancement
FR3137038B1 (fr) * 2022-06-23 2024-05-10 Continental Automotive Tech Procédé de détection d’une défaillance d’un contacteur de pédale de frein

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