EP3554906A1 - Geschwindigkeitsregelung für ein fahrzeug - Google Patents

Geschwindigkeitsregelung für ein fahrzeug

Info

Publication number
EP3554906A1
EP3554906A1 EP17817783.8A EP17817783A EP3554906A1 EP 3554906 A1 EP3554906 A1 EP 3554906A1 EP 17817783 A EP17817783 A EP 17817783A EP 3554906 A1 EP3554906 A1 EP 3554906A1
Authority
EP
European Patent Office
Prior art keywords
deceleration
vehicle
speed
control
driving aid
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.)
Pending
Application number
EP17817783.8A
Other languages
English (en)
French (fr)
Inventor
Alexandre BLANCHET
Valentina CIARLA
Xavier DUBOURG
Simon MICHAUT
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.)
Stellantis Auto SAS
Original Assignee
PSA Automobiles SA
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 PSA Automobiles SA filed Critical PSA Automobiles SA
Publication of EP3554906A1 publication Critical patent/EP3554906A1/de
Pending legal-status Critical Current

Links

Classifications

    • 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
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking 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
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B60W20/14—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion in conjunction with braking regeneration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18127—Regenerative 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18136—Engine 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
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/082—Selecting or switching between different modes of propelling
    • 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
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/085—Changing the parameters of the control units, e.g. changing limit values, working points by control input
    • 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
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/087—Interaction between the driver and the control system where the control system corrects or modifies a request from the driver
    • 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
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • 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
    • B60W2540/10—Accelerator 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/106—Rate of change
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a method of regulating the speed of a vehicle during deceleration phases of the vehicle.
  • the invention aims including, but not limited to, applications in the field of motor vehicles.
  • pace controllers which, from a speed setpoint given by the driver, regulate the speed of the vehicle around this setpoint without the driver having to operate a brake or accelerator pedal, an action on the brake pedal automatically disabling the speed regulator.
  • the speed controller when the speed controller is activated, and after pressing the accelerator pedal for an overtaking or when the vehicle is in a steep downward slope, the vehicle is overspeeded relative to the speed setpoint, and must quickly return to its set speed to respect the will of the driver, and not give him a feeling of discomfort or insecurity due to lack of reactivity of the vehicle, in a situation that can be a configuration of 'emergency.
  • Patent document FR-A-2 839 284 discloses a method and a device for regulating the speed of a motor vehicle and a control element allowing a better prescription, by the driver of the vehicle, of the acceleration and / or deceleration.
  • the speed regulation is effected according to a value of acceleration and / or deceleration of the vehicle, prescribed by means of the control element, the function of which is different from that of a pedal. acceleration or brake.
  • By operating the control element one of several acceleration and / or deceleration values is selected.
  • the solution of this patent document FR-A-2,839,284 has the advantage of being able to change the acceleration or deceleration and thus adapt the speed regulation process to a situation, but this requires the intervention.
  • the driver either by actuating the brakes causing the deactivation of the speed regulation process, or by actuation of the control element, which induces a delay which is a function of the reflex of the driver and penalizes the reactivity of the vehicle, this being particularly troublesome in emergency situation.
  • this intervention of the driver is uncomfortable and the distraction of his conduct.
  • the object of the invention is to overcome this disadvantage, in particular by optimizing a method of regulating the speed of a vehicle.
  • the subject of the invention is a method for controlling the speed of a vehicle equipped with an automatic deceleration function having at least a first and a second operating mode respectively corresponding to a first and a second a second set of maximum deceleration of the vehicle that can be selected by the driver, the first maximum deceleration setpoint being lower than the second maximum deceleration setpoint.
  • the vehicle is also equipped with a driving aid using the automatic deceleration function to control a deceleration to maintain the vehicle at a set speed.
  • the method then comprises a first step consisting in limiting a deceleration control of the driving aid to a maximum deceleration setpoint selected by the driver from the first and second maximum deceleration setpoints, and then, in the event of an overspeed of the vehicle, and in the absence of a driver acceleration request, a second step of limiting the deceleration control of the driving aid to a value less than or equal to the second maximum deceleration limit.
  • this method automatically authorizes, and without the knowledge of the driver, the deceleration control of the driver assistance most suited to the vehicle situation, without surprising the driver since this authorization remains limited to the second setpoint of maximum deceleration, second setpoint which is already a possible choice by the driver for the automatic deceleration function.
  • a driving aid selected by the driver and acting by driving for example, the automatic deceleration function via the control in deceleration.
  • automatic deceleration function a function that coordinates deceleration devices to meet a predetermined deceleration setpoint, for example following a foot lift of the accelerator, or to meet a deceleration setpoint determined by another function.
  • the second step consists in limiting the deceleration control of the driving aid to the vehicle. a maximum deceleration setpoint less than or equal to the highest maximum deceleration setpoint.
  • the driving aid is thus ensured to be able to apply, if necessary, the deceleration control to the value of the highest maximum deceleration setpoint among the maximum deceleration instructions selectable by the driver, this which allows a rapid convergence of the speed of the vehicle towards the speed of reference, and thus a time in reduced overspeed.
  • the second step consists in setting the deceleration control of the driving aid to the value of the second maximum deceleration setpoint.
  • the second step consists in determining the value of the control during deceleration of the driving aid as a function of a foot lift gradient of an accelerator pedal following an acceleration. of the vehicle. Indeed, this foot lift gradient of an accelerator pedal is representative of a reactivity of the method expected by the driver. The higher the gradient, the more the value of the deceleration control will approach the second maximum deceleration setting.
  • the automatic deceleration function furthermore has a regenerative braking mode
  • the speed control method comprises a third step consisting, for the driving aid, controlling the regenerative braking mode with the automatic deceleration function to comply with the deceleration control of the driving aid as soon as the state of charge of a corresponding energy store the vehicle is less than 100%.
  • the second maximum deceleration setting may not be selectable by the driver if the state of charge of the energy store does not allow a minimum energy recovery. It is therefore advantageous, so as to optimize the energy saving, but also to have the fastest convergence of the vehicle speed to the set speed, the first action of the automatic deceleration function requested by the driving aid is regenerative braking.
  • the vehicle comprises a reversible electric propulsion motor, and the automatic deceleration function controls the electric motor to achieve the regenerative braking mode.
  • the vehicle is a hybrid vehicle comprising at least one friction brake and a propulsion engine capable of producing a braking torque of the vehicle, so that to respect the deceleration control of the vehicle.
  • driving aid and in addition to, or in substitution for, the regenerative braking mode if the state of charge of the energy store is equal to 100%, the automatic deceleration function controls in respective order of priority: [0025] a) the braking torque of the heat engine, [0026] b) the braking torque of the brake by friction.
  • the return to the first step is performed as soon as a sub-speed or action of the driver on a brake control is detected.
  • the driving aid is a speed limitation, a speed control, an assistant parking maneuver, or a distance control between vehicles.
  • the invention also relates to a vehicle comprising a computer, the computer having a memory containing a set of instructions implementing the steps of the method as briefly described above.
  • FIGS. 1 to 3 represent:
  • Figure 1 an architecture of the method according to a particular embodiment of the invention.
  • Figure 2 a logic diagram of the steps according to a particular embodiment of the invention.
  • FIG. 1 a timing diagram of the method according to a particular embodiment of the invention.
  • the assembly shown in Figure 1 shows the architecture of a method according to a particular embodiment, not limiting, of the invention.
  • This speed control method applies to a vehicle equipped with an automatic deceleration function 101 which has at least a first and a second mode of operation 102, 103 respectively corresponding to a first and a second set of instructions. of maximum deceleration 201, 202 of the vehicle that can be selected by the driver.
  • the first maximum deceleration setpoint 201 is lower than the second maximum deceleration setpoint 202.
  • the vehicle is further equipped with a driving aid 104 using the automatic deceleration function 101 to control a deceleration to maintain the vehicle at a set speed 203, without intervention of the driver.
  • This method comprises a first step 10 (see FIG. 2) of limiting a deceleration control 204 of the driving aid 104 to a maximum deceleration setpoint selected by the driver from among the first and second maximum deceleration instructions. 201, 202, then, in the event of the vehicle being overspeeded and in the absence of a request for acceleration of the conductor 206, a second step 20 (see FIG. 2) consists in limiting the deceleration control 204 of the assistance to the vehicle. pipe 104 at a value less than or equal to the second maximum deceleration setting 202.
  • the first maximum deceleration setting 201 is of the order of 0.2 m / s 2
  • the second maximum deceleration setting 202 is of the order of 1 m / s. 2
  • the driving aid 104 is advantageously a cruise control.
  • the driving aid may be a speed limit, an assistant parking maneuver, or a distance control between vehicles.
  • the second step 20 (see Figure 2) is to set the deceleration control 204 of the driving aid 104 to the value of the second maximum deceleration setting 202. Whatever the selection of the driver, this second maximum deceleration setpoint 202 is prioritized and becomes the deceleration control 204.
  • the second step 20 when the automatic deceleration function 101 has at least three operating modes corresponding to three maximum deceleration instructions of the vehicle, the second step 20 then consists in limiting the deceleration control 204 of the driving aid 104 at a maximum deceleration setpoint less than or equal to the highest of the maximum deceleration setpoints, which makes it possible, whatever the situation, to ensure a fast return to the set speed.
  • the second step 20 consists in determining the value of the deceleration control 204 of the aid to the driving 104 according to a foot lift gradient of an accelerator pedal 207 following an acceleration of the vehicle.
  • This foot lift gradient of an accelerator pedal 207 is representative of a reactivity of the method expected by the driver. If the gradient is low, it means that the driver slowly raises his foot, either because he hesitates to brake, or because he considers the engine brake sufficient compared to the situation of the vehicle. In this case, the driver will expect to have a low engine brake, of the order of 0.5 m / s 2 .
  • motor brake is meant throughout the text of this document, the mechanical resistance opposing the advancement of the vehicle, but also any method reproducing or amplifying this mechanical strength when it is insufficient, thus including speed control method.
  • the engine brake includes the internal friction of a transmission, the wheels on the road, the internal friction of a heat engine and its losses by pumping if it is rotated, the internal friction of an electric motor and / or its resistive torque if it is driven in current generator mode to simulate the engine brake, the resistance to the advancement of air, these examples not being limiting.
  • the gradient is strong, it means that the driver gets up quickly from the accelerator, either because he needs to brake quickly, or because an external event surprises him. In this case, the driver will expect to have or wish to have a stronger engine brake, without it being comparable to a voluntary braking action which could surprise the driver if he did not want action on the brake. For this stronger engine brake, a deceleration of the order of 1 m / s 2 will be retained.
  • the deceleration control 204 of the driving aid 104 is limited to a lower value or equal to the second maximum deceleration setting 202 or the highest maximum deceleration setpoint, which are already predefined setpoints in the operating modes of the automatic deceleration function 101.
  • the foot lift gradient of an accelerator pedal 207 is replaced by a driving mode selected by the driver, such as a sport mode corresponding to a high equivalent gradient, or an economical mode corresponding to a weak equivalent gradient.
  • the foot lift gradient of an accelerator pedal 207 is replaced by ahaity index depending on the behavior of the driver.
  • the foot lift gradient of an accelerator pedal 207 are weighted by a coefficient which is a function of the value of a vehicle slope detection, or of detecting the vehicle load, or detecting the speed of the vehicle, or a combination of these detections.
  • the automatic deceleration function 101 also has a regenerative braking mode 105.
  • This regenerative braking 105 can, by for example, be a kinetic energy recovery system, this energy being stored in a flywheel-type energy store, or a compressed air tank, a pressurized hydraulic tank, or a battery.
  • This regenerative braking can more particularly be a current generator driven by the inertia of the vehicle.
  • the speed control method comprises a third step consisting, for the driving aid 104, in controlling the automatic deceleration function 101 to regenerative braking 105 to comply with the deceleration command 204 of the driver assistance 104 as soon as the state of charge of the corresponding energy storage of the vehicle is less than 100%.
  • This is a way of prioritizing regenerative braking 105.
  • This prioritization is symbolized by the dashed line of FIG. 1, connecting step 30 to the regenerative braking mode 105, passing through the automatic deceleration function 101.
  • the driving aid 104 imposes the regenerative braking mode 105, but this regenerative braking mode 105 can be controlled outside the action of the driving aid. 104.
  • the vehicle comprises a reversible electric propulsion motor, and the automatic deceleration function 101 controls the electric motor to achieve the regenerative braking mode. 105.
  • the vehicle is a hybrid vehicle comprising at least one friction brake and a a propulsion thermal engine capable of producing a braking torque 106, 107 of the vehicle and, in order to respect the deceleration control 204 of the driving aid 104, and in addition, or in substitution with the regenerative braking mode If the state of charge of said energy store is equal to 100%, the automatic deceleration function 101 controls in respective order of priority:
  • the automatic deceleration function 101 controls other braking means starting with the means not causing the use of wearing parts, such as the braking torque of the heat engine 106 by pumping air.
  • This engine is then driven, according to a known prior art, without fuel injection and playing on an air metering and / or playing on the adjustment of the valves and / or on an exhaust brake.
  • this braking torque of the heat engine 106 can be added any torque from accessories of the engine, such as an air conditioning compressor for example.
  • the deceleration control 204 of the driving aid 104 can not be respected, for example in the event of a strong descent of the road, then the automatic deceleration function 101 controls, in addition, the braking torque of the friction brake 107, generally consisting of discs or brake drums associated with brake linings, on each wheel of the vehicle, which are then wear parts. It will be noted that the friction brake 107 thus controlled does not deactivate the driving aid 104.
  • FIG. 2 represents a logic diagram of the steps of the method according to one embodiment of the invention.
  • Y is the first step 10, of limiting the deceleration control 204 of the driving aid 104 to a maximum deceleration set selected by the driver among the first and second maximum deceleration instructions 201, 202. It also shows the transition for the second step 20, corresponding to the case of overspeed 205 of the vehicle and in the absence of driver acceleration request 206.
  • the overspeed corresponds, of course, and throughout the text of this document, at an instantaneous speed of the vehicle which is greater than the set speed that must maintain the driving aid 104.
  • driver acceleration request 206 corresponds throughout the text of this document, the fact that the driver does not actuate any acceleration command, whether it is an accelerator pedal, a steering wheel control , or lever or joystick on the dashboard, having an instantaneous action on the acceleration of the vehicle.
  • the selection of operating modes is therefore not a brake control action.
  • FIG. 2 mainly illustrates the return to the first step 10, which is performed, whatever the current step, as soon as a sub-speed 208 or an action of the driver 209 on a brake control is detected. .
  • the action of the driver 209 on a brake control is detected, the latter deactivates the driving aid 104 and, in fact, to return to the first step 10, the driver will have to reactivate (action not represented) the aid to the line 104, while in the case of the sub-speed 208, the return to the first step 10 is automatic, because the driving aid 104 is still active.
  • the sub-speed 208 corresponds, throughout the text of this document, to an instantaneous speed of the vehicle which is less than the set speed that must maintain the driving aid 104.
  • the assembly shown in Figure 3 is a timing diagram of the method according to a particular embodiment of the invention, comprising two graphics. This embodiment corresponds to the case where the second step 20 consists in setting the deceleration control 204 of the driving aid 104 to the value of the second maximum deceleration setting 202, the driving aid being a regulator of speed.
  • the abscissa axes represent the same time for the two graphs.
  • the ordinate axis for the top graph represents the corresponding 0 or 1 bit states:
  • the ordinate axis for the bottom graph is the instantaneous vehicle speed for curve C2, and the set speed for curve C1.
  • the driving aid 104 takes hold, becomes effective and imposes the deceleration control 204 of the driving aid 104 fixed on the second maximum deceleration setting 202.
  • the overspeed 205 will then be gradually reduced to converge to the set speed until the moment t2 where, a sub -speed being detected, the driving aid 104 remains active but is no longer effective, leaving the automatic deceleration function back to its first mode 102 corresponding to the first maximum deceleration setpoint 201.
  • the curve C3 corresponding to the current mode 101, 102 changes mode at time t1 and t2 without the knowledge of the choice of the driver, which at time 0 was on the second mode 103.

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Human Computer Interaction (AREA)
  • Regulating Braking Force (AREA)
EP17817783.8A 2016-12-16 2017-11-23 Geschwindigkeitsregelung für ein fahrzeug Pending EP3554906A1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1662584A FR3060482B1 (fr) 2016-12-16 2016-12-16 Controle de vitesse d'un vehicule
PCT/FR2017/053234 WO2018109300A1 (fr) 2016-12-16 2017-11-23 Controle de vitesse d'un vehicule

Publications (1)

Publication Number Publication Date
EP3554906A1 true EP3554906A1 (de) 2019-10-23

Family

ID=57965989

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17817783.8A Pending EP3554906A1 (de) 2016-12-16 2017-11-23 Geschwindigkeitsregelung für ein fahrzeug

Country Status (4)

Country Link
EP (1) EP3554906A1 (de)
CN (1) CN110087961A (de)
FR (1) FR3060482B1 (de)
WO (1) WO2018109300A1 (de)

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CN110816516B (zh) * 2019-11-06 2021-05-18 航天重型工程装备有限公司 控制矿井用车的速度的方法及装置
CN113247011A (zh) * 2021-06-17 2021-08-13 中国第一汽车股份有限公司 一种车辆控制方法、装置、电子设备及存储介质
CN115848350A (zh) * 2022-12-19 2023-03-28 潍柴动力股份有限公司 混合动力车辆的制动扭矩的控制方法及混合动力车辆

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WO2018109300A1 (fr) 2018-06-21
CN110087961A (zh) 2019-08-02
FR3060482B1 (fr) 2019-10-04

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