EP3224105A1 - Method for detecting bucking of a motor vehicle - Google Patents
Method for detecting bucking of a motor vehicleInfo
- Publication number
- EP3224105A1 EP3224105A1 EP15797915.4A EP15797915A EP3224105A1 EP 3224105 A1 EP3224105 A1 EP 3224105A1 EP 15797915 A EP15797915 A EP 15797915A EP 3224105 A1 EP3224105 A1 EP 3224105A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- wheel
- wheel speed
- speed
- driven wheel
- cylinder deactivation
- 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- Withdrawn
Links
- 238000000034 method Methods 0.000 title claims abstract description 24
- 230000005284 excitation Effects 0.000 claims abstract description 15
- 230000009849 deactivation Effects 0.000 claims description 28
- 238000002485 combustion reaction Methods 0.000 claims description 6
- 230000001105 regulatory effect Effects 0.000 claims description 2
- 230000001276 controlling effect Effects 0.000 claims 1
- 238000001514 detection method Methods 0.000 abstract description 3
- 238000005259 measurement Methods 0.000 description 8
- 239000004575 stone Substances 0.000 description 7
- 238000010304 firing Methods 0.000 description 4
- 239000000446 fuel Substances 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 2
- 238000013461 design Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 230000001788 irregular Effects 0.000 description 2
- 238000012544 monitoring process Methods 0.000 description 2
- 238000012935 Averaging Methods 0.000 description 1
- 230000015572 biosynthetic process Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/008—Controlling each cylinder individually
- F02D41/0087—Selective cylinder activation, i.e. partial cylinder operation
-
- 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
- B60W40/107—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
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/20—Reducing vibrations in the driveline
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
- G01P3/00—Measuring linear or angular speed; Measuring differences of linear or angular speeds
- G01P3/64—Devices characterised by the determination of the time taken to traverse a fixed distance
- G01P3/80—Devices characterised by the determination of the time taken to traverse a fixed distance using auto-correlation or cross-correlation detection means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/20—Reducing vibrations in the driveline
- B60W2030/206—Reducing vibrations in the driveline related or induced by the engine
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0638—Engine speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/28—Wheel speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0644—Engine speed
Definitions
- the invention relates to a method for detecting a L jossruckelns a motor vehicle, with the features of the preamble of claim 1.
- the diagnostic system now has an uneven road detector for determining a
- Wheel speeds measured from all four wheels with wheel speed sensors. Based on signals from the wheel speed sensors, the unevenness of the
- the wheel speed changes are now determined in order to determine a longitudinal jolt of the motor vehicle and thus an average unevenness of the road surface.
- This changing wheel speed is first fed to a high pass filter to provide a slowly varying component of the
- the high pass filter can use a cutoff frequency of 2 Hz.
- the output signal values of the high-pass filter are then squared and averaged with another filter over a certain time interval, so that an uneven road surface level is generated. When the rough road average level exceeds a threshold, the misfire monitoring error output is turned off.
- a cylinder deactivation can be used, which could cause a vibration excitation in the drive train and thus also contribute to Leksruckeln of the motor vehicle.
- At least one cam element of the at least two cam elements has a cam track with a valve lift and a cam track with a zero lift for a cylinder deactivation.
- At least one cylinder of the internal combustion engine is switched off while at least one other cylinder of the internal combustion engine continues to be fired.
- a control or regulating unit is provided in order to operate the at least one cam element with the zero stroke and the at least one other cam element with one of the valve strokes, which is associated with a smaller power in at least one shutdown operating state.
- the generic method is not yet optimally formed. Although the generic method is suitable for a longitudinal jerking of the motor vehicle due to
- the invention is therefore based on the object to design the generic method in such a way and further, so that the detection of L jossruckelns is improved.
- This object of the invention is based is achieved by a method for detecting a L jossruckelns a motor vehicle, with the features of claim 1.
- Variation of the wheel speed of the non-driven wheel compared to detect a longitudinal jerking due to a vibration excitation in the drive train.
- the vibration excitation can occur in particular in part-load operation in a cylinder deactivation.
- the variations in the wheel speed of the driven wheels and the non-driven wheels due to uneven road surfaces are similar because the unevenness acts on both the driven wheels and the non-driven wheels. If longitudinal jerking occurs due to cylinder deactivation in part load operation, then the change in the wheel speed of the driven wheels is greater than the change in the wheel speed of the non-driven wheels.
- the change in the wheel speed of the non-driven wheels is essentially due to the nature of the
- the change in the wheel speed of the driven wheels is due to the nature of the road surface and in addition to the other caused by vibration excitations of the drive train, such vibration excitations may occur in a cylinder deactivation in partial load operation.
- the change in the wheel speed of the driven wheel can now be used as a measure of the longitudinal acceleration and thus as a measure of the longitudinal jerking.
- the changes can be described in particular by a respective scattering measure of the two wheel speeds to be compared.
- the two scattering measures are compared. If the difference in the spreads exceeds a limit and a cylinder deactivation has occurred, longitudinal jerking due to cylinder deactivation is detected.
- a measure of variance for example, a variance can be used.
- the deviations of the wheel speeds from a mean wheel speed for temporally successive measuring points are determined and squared. The squared
- Time interval in which the change is considered may be used as the scattering measure.
- a standard deviation, the mean absolute deviation or the like may be used as the scattering measure.
- minimum permissible engine speed is adapted.
- the driveline vibration excitations increase with decreasing engine speed. Therefore, preferably, when longitudinal jerking has been detected due to cylinder deactivation, the minimum engine speed is increased to avoid the droop due to cylinder deactivation. Therefore, the minimum allowable engine speed is set and, if necessary, adapted for the release of the cylinder deactivation.
- the minimum allowable engine speed may be increased accordingly when longitudinal jerking has been detected by comparing the variance of the wheel speeds of the driven and non-driven wheels. This can help prevent false minimum
- Engine speeds are adapted.
- the minimum engine speed may depend on other parameters.
- One of the other parameters may be the temperature in particular.
- Different gear ratios are preferably different, to release the
- Cylinder deactivation assigned to minimum permissible engine speeds.
- the occurrence of the vibration excitations may depend on the engaged gear. Due to the different minimum permissible engine speeds for releasing the
- the aforementioned method is implemented in particular in an engine control unit.
- the method can be implemented by software. As a result, no new or additional components are necessary and therefore no additional material costs associated.
- Fig. 1 is a schematic diagram of a squared deviation of a
- 2 shows a schematic diagram of a squared deviation of a measured wheel speed from a mean wheel speed of a driven wheel plotted over a plurality of measuring points once when driving over paving stone and once when driving over a level path.
- a longitudinal jolt of the motor vehicle may occur due to an uneven road surface and / or due to occurring in the drive train vibration excitations.
- a cylinder deactivation can take place.
- the motor vehicle may have an internal combustion engine with four cylinders.
- the internal combustion engine has more than four cylinders, for example six cylinders or eight cylinders or less than four cylinders.
- half of the cylinders are switched off, a uniform ignition sequence is ensured in particular. It doubles the ignition distances and on the motor vehicle, in particular on the drive train act other vibrational excitations. This can especially in transversely mounted engines for vehicle vibration in the longitudinal direction - the so-called
- the wheel speeds of at least one driven wheel and at least one non-driven wheel of the motor vehicle are detected.
- the motor vehicle preferably has a plurality of rotational speed sensors which are assigned to the corresponding driven or non-driven wheels.
- the signals of the rotational speed sensors are also used for example by an antilock braking system and are suitable to provide corresponding information about the wheel speeds.
- the wheel speeds are determined for several chronologically consecutive measuring points. It is conceivable that the wheel speeds are recorded every 8 milliseconds.
- a change in the wheel speed, preferably a fluctuation of the wheel speed about a wheel speed mean value, is then determined in a subsequent method section.
- the measured curves 1 to 4 represent the squared deviation of the detected wheel speed from a mean wheel speed over time.
- two measuring curves 1, 2 are shown, which are assigned to a driven wheel.
- the measured curves 3 and 4 in FIG. 2 relate to measurements of the rotational speed sensor on a non-driven wheel.
- the measuring curves 1, 3 have been recorded for several measuring points here for about 35,000 measuring points during a journey at 37 km / h over paving stone, wherein a third gear is engaged.
- Traces 2, 4 have been taken during a 46 km / h ride over a normal, level track with a sixth gear engaged and longitudinal jerking due to cylinder deactivation.
- the road surface is smoother than when driving over the paving stones.
- the measured curve 2 (see Fig. 1) now has correspondingly greater values than the measuring curve 4 (cf. Fig. 2).
- the comparison of the measured curves can be achieved by a formation of the variance, ie by an averaging of the represented square Deviations occur.
- the variance associated with the measurement curve 2 is correspondingly greater than the variance associated with the measurement curve 4.
- a scattering measure in particular the variance of the wheel speed of the driven and non-driven wheels, a longitudinal jolting of the motor vehicle can be detected.
- a scattering measure is preferably used.
- variance can be calculated a variance.
- a standard deviation can be used as the scatter measure.
- the variance in each case a wheel speed average is formed in each case in a corresponding time interval, the variance, namely the sum of the squared deviations of the measured wheel speeds from the wheel speed average divided by the number of measuring points, being calculated.
- the minimum engine speed is adapted to enable the cylinder deactivation, in particular it is increased.
- the vibration excitation and the longitudinal jerking can be reduced.
- this information is used to adapt the minimum allowable engine speed for the cylinder shutdown.
- Measurement curve (paving stone, driven wheel) Measurement curve (normal route, driven wheel) Measurement curve (paving stone, non-driven wheel) Measurement curve (normal route, non-driven wheel)
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Mathematical Physics (AREA)
- General Engineering & Computer Science (AREA)
- Combustion & Propulsion (AREA)
- Chemical & Material Sciences (AREA)
- General Physics & Mathematics (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Combined Controls Of Internal Combustion Engines (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
- Control Of Transmission Device (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102014224030.1A DE102014224030A1 (en) | 2014-11-25 | 2014-11-25 | Method for detecting a longitudinal jolting of a motor vehicle |
PCT/EP2015/076473 WO2016083145A1 (en) | 2014-11-25 | 2015-11-12 | Method for detecting bucking of a motor vehicle |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3224105A1 true EP3224105A1 (en) | 2017-10-04 |
Family
ID=54695676
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP15797915.4A Withdrawn EP3224105A1 (en) | 2014-11-25 | 2015-11-12 | Method for detecting bucking of a motor vehicle |
Country Status (7)
Country | Link |
---|---|
US (1) | US10151258B2 (en) |
EP (1) | EP3224105A1 (en) |
KR (1) | KR101998493B1 (en) |
CN (1) | CN107074243B (en) |
DE (1) | DE102014224030A1 (en) |
RU (1) | RU2682100C2 (en) |
WO (1) | WO2016083145A1 (en) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN114056336B (en) * | 2020-08-07 | 2024-04-05 | 上海汽车集团股份有限公司 | Axial vibration control method of transmission system and chassis transmission system of automobile |
CN113753016B (en) * | 2021-09-10 | 2023-07-25 | 上海汽车变速器有限公司 | Method, equipment, storage medium and device for controlling running of hybrid electric vehicle on bumpy road surface |
CN113954845A (en) * | 2021-12-01 | 2022-01-21 | 宜宾凯翼汽车有限公司 | Bumpy road identification control method and system and automobile |
Family Cites Families (16)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5608631A (en) * | 1993-03-16 | 1997-03-04 | Mitsubishi Denki Kabushiki Kaisha | Apparatus and method for detecting acceleration of motor vehicle with high accuracy and anti-skid control apparatus using the same |
DE19722148A1 (en) * | 1996-05-28 | 1997-12-04 | Mando Machine Co Ltd | Vehicle traction control device |
US6757607B2 (en) * | 2001-08-23 | 2004-06-29 | Spx Corporation | Audit vehicle and audit method for remote emissions sensing |
JP3958636B2 (en) | 2002-02-28 | 2007-08-15 | 本田技研工業株式会社 | Misfire detection device for multi-cylinder internal combustion engine for vehicle |
DE50301752D1 (en) * | 2002-04-10 | 2005-12-29 | Luk Lamellen & Kupplungsbau | METHOD FOR DETERMINING THE SPEED OF A COMPONENT |
DE10310831A1 (en) * | 2002-04-10 | 2003-11-06 | Luk Lamellen & Kupplungsbau | Vehicle drive train, includes divided flywheel with relatively-rotating weights between crank shaft and input to gearbox |
WO2004027285A1 (en) * | 2002-09-12 | 2004-04-01 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Method for reducing juddering vibrations |
US7509201B2 (en) * | 2005-01-26 | 2009-03-24 | General Motors Corporation | Sensor feedback control for noise and vibration |
US8060275B2 (en) | 2007-01-19 | 2011-11-15 | Ford Global Technologies, Llc | Rough road detection system used in an on-board diagnostic system |
JP5113020B2 (en) * | 2008-11-10 | 2013-01-09 | 株式会社デンソー | Acceleration control device and acceleration control program |
RU2531115C2 (en) * | 2009-10-30 | 2014-10-20 | Форд Глобал Технолоджис, ЛЛК | Carrier with identification system |
DE102012004419A1 (en) | 2012-03-08 | 2013-09-12 | Daimler Ag | Kraftfahrzeugventiltriebverstellvorrichtung |
US8924109B2 (en) * | 2012-06-07 | 2014-12-30 | GM Global Technology Operations LLC | Vibration detection and mitigation in a vehicle |
DE102012109372A1 (en) * | 2012-10-02 | 2014-04-03 | Linde Hydraulics Gmbh & Co. Kg | Traction drive for motor vehicle, has electronic controller that controls adjuster of variable transmission, and is provided in connection with sensor for determining slip on drive wheel and longitudinal dynamic jerking of motor vehicle |
JP5998911B2 (en) * | 2012-12-17 | 2016-09-28 | トヨタ自動車株式会社 | Control device for hybrid vehicle |
CN203032671U (en) * | 2013-01-04 | 2013-07-03 | 北京纵横机电技术开发公司 | Vehicle-mounted monitoring device for transverse sway and longitudinal impulse of locomotive |
-
2014
- 2014-11-25 DE DE102014224030.1A patent/DE102014224030A1/en not_active Withdrawn
-
2015
- 2015-11-12 WO PCT/EP2015/076473 patent/WO2016083145A1/en active Application Filing
- 2015-11-12 CN CN201580060750.0A patent/CN107074243B/en not_active Expired - Fee Related
- 2015-11-12 RU RU2017117284A patent/RU2682100C2/en active
- 2015-11-12 KR KR1020177017338A patent/KR101998493B1/en active IP Right Grant
- 2015-11-12 EP EP15797915.4A patent/EP3224105A1/en not_active Withdrawn
-
2017
- 2017-05-09 US US15/590,954 patent/US10151258B2/en not_active Expired - Fee Related
Also Published As
Publication number | Publication date |
---|---|
US10151258B2 (en) | 2018-12-11 |
RU2682100C2 (en) | 2019-03-14 |
KR101998493B1 (en) | 2019-07-09 |
US20170241358A1 (en) | 2017-08-24 |
RU2017117284A3 (en) | 2018-12-26 |
CN107074243B (en) | 2020-01-03 |
RU2017117284A (en) | 2018-12-26 |
WO2016083145A1 (en) | 2016-06-02 |
KR20170087939A (en) | 2017-07-31 |
DE102014224030A1 (en) | 2016-05-25 |
CN107074243A (en) | 2017-08-18 |
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