WO1997013651A1 - Dispositif permettant de reguler la vitesse de vehicules - Google Patents

Dispositif permettant de reguler la vitesse de vehicules Download PDF

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Publication number
WO1997013651A1
WO1997013651A1 PCT/EP1996/004286 EP9604286W WO9713651A1 WO 1997013651 A1 WO1997013651 A1 WO 1997013651A1 EP 9604286 W EP9604286 W EP 9604286W WO 9713651 A1 WO9713651 A1 WO 9713651A1
Authority
WO
WIPO (PCT)
Prior art keywords
speed
braking
speed control
control
switching
Prior art date
Application number
PCT/EP1996/004286
Other languages
German (de)
English (en)
Inventor
Karl-Fritz Heinzelmann
Hubert Heller
Original Assignee
Zf Friedrichshafen Ag
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 Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO1997013651A1 publication Critical patent/WO1997013651A1/fr

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
    • B60T10/00—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope
    • B60T10/02—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope with hydrodynamic brake
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
    • B60K31/04—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means
    • B60K31/042—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator
    • 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
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • 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
    • 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

Definitions

  • the invention relates to a device for speed control of vehicles according to the preamble of claim 1.
  • the regulated speed can be passed over for short overtaking maneuvers. After falling back to the set speed, the speed control is automatically resumed. To fine-tune the speed, for example when driving in a column, the setpoint can be increased or decreased in small steps. From this magazine it is also known to use the speed control to control wear-free additional deceleration devices, such as, for example, retarders. Retarders and also motor brakes can be used to keep the vehicle speed constant on a downhill gradient where there is an intervention in the motor control alone may not be sufficient to maintain a low speed.
  • hydrodynamic, hydrostatic or electrodynamic braking devices arranged on the transmission or motor are understood as well as those systems which are provided within the transmission housing.
  • Retarders are further differentiated into primary retarders that work depending on the engine speed and secondary retarders that work depending on the vehicle speed.
  • the braking effect can be controlled in steps or continuously within the maximum performance of the retarder.
  • a brake stage switch usually in the form of a steering column lever or a switch, which in the immediate vicinity of the steering wheel the driver is conveniently located, several braking levels.
  • a brake level switch is also used in conjunction with a step plate, which can be operated by the driver in the footwell primarily in combination with the service brakes as a brake pedal with the foot.
  • the retarder is used to different extents in the different braking stages.
  • the desired braking effect is set via the brake level switch and the instantaneous speed achieved can be stored by actuating an additional switch, for example a button on the brake level switch.
  • the stored speed is maintained and the brake level switch is returned to "0", the neutral position.
  • the additional switch is actuated again in any changed position of the brake step switch.
  • EP 0 336 913 A1 discloses a method and an arrangement in which the speed of a vehicle can be kept constant downhill.
  • the driver activates the brake, for example via the brake pedal.
  • the lowest speed that the vehicle reaches during the braking process is saved as a target value in a control unit.
  • the retarder as well as the service brake and exhaust brake are controlled via the brake pedal. The harder the brake pedal is pressed, the stronger the braking effect of the retarder is activated.
  • the service brake is activated as of a predetermined brake pedal actuation. If the target value is reached, the brake pedal can be released.
  • a speed control system controls the retarder and exhaust brake. The current speed is approximated to the target speed by activating all brakes. When the driver releases the brake pedal, the retarder and exhaust brake automatically keep the speed until the vehicle accelerates again.
  • the auxiliary brakes can also be activated with a five-stage shift lever. A button on this gear lever activates the speed control.
  • the speed for train operation (engine control) and brake operation (retarder control) is set with two different operating elements.
  • Fig. 2 shows a modified arrangement according to Fig. 1 and
  • FIG. 3 shows a modified arrangement according to FIG. 1 or FIG. 2.
  • the step switches provided in vehicles with retarder controls are often arranged in the form of steering column levers on or near the steering column, while the levers for influencing the motor control to keep the speed constant are also provided as additional steering column levers.
  • FIG. 1 shows on a dashboard 3 a steering wheel 1 with a steering column lever 2 which, in the embodiment shown here, can assume eight different positions.
  • the different positions are provided with the reference numerals 4, 6, 8, 10, 12, 14, 16 and 17. All positions are in a switching plane 18, so that the driver does not make movements of the steering column lever 2 back and forth in the direction of travel, but only has to move the lever 2 up or down.
  • Position 6 represents a center position or neutral position sprung in both directions. From this neutral position 6, the steering column lever 2 can be switched to a first position 4, in which the engine control of the vehicle is controlled in such a way that the speed of the vehicle increases. Steering column lever 2 does not engage in position 4, but the speed is increased as long as the driver holds steering column lever 2 in position 4.
  • the increase in speed takes place according to a given ramp function, the speed increasing for example by 1 km / h per 1 second of stopping time. If the driver releases the lever 2 when the desired speed is reached, the lever 2 returns to the neutral position 6. The speed reached is stored when the steering column lever reaches neutral position 6. With the speed control switched on, the current speed is stored or held when the steering column lever 2 is in the neutral position or center position 6. To set a first target speed to be kept at least provisionally, it can be provided that only the overall speed control has to be switched on without the target speed having to be set additionally via a further special switch position. The speed control can therefore be switched on, the current vehicle speed being simultaneously stored as the desired speed. The setpoint is saved using a special A memory button with activated cruise control is of course also possible.
  • the driver can correspondingly move the steering column lever 2 from the neutral position 6 into a second position 8.
  • the engine control of the vehicle is controlled in such a way that the speed of the vehicle lowers.
  • the decrease in speed preferably takes place according to a predetermined ramp function, with the speed decreasing, for example, by 1 km / h per 1 second of holding time. If the driver releases lever 2 when the desired speed is reached, this returns to neutral position 6.
  • the brake control is activated.
  • the steering column lever 2 in its shift gate can be moved into positions 10, 12, 14, 16 or 17 via a resistor between positions 8 and 10, which correspond to the respective braking stages.
  • the five stages shown here serve as examples for any number of braking stages, which, depending on the type and arrangement of braking devices, can be provided in the vehicle. Retarders, engine brakes, exhaust flap brakes and also the transmission control in an automatically shifted transmission can be controlled in stages as braking devices.
  • the braking stages can either form a constant braking torque increasing from stage to stage or a constant deceleration increasing from stage to stage.
  • the braking device is preferably formed by a retarder with a number of braking stages which are controlled by the position of the steering column lever. Motor control and retarder control do not influence each other negatively, whereby a superimposition of the two areas is quite possible to achieve a desired speed.
  • FIG. 2 shows a modification of the arrangement according to FIG. 1.
  • a steering column lever 2 is also provided on a steering wheel 1, which has different switching positions 20, 22, 24, 26, 28, 30, 31, 32. All positions are in a switching plane 34, so that the driver does not move the steering column lever 2 forward and back in here
  • Position 22 represents a neutral position sprung in both directions. From this neutral position 22 the steering column arm 2 can be switched to a first position 20 in which the speed control of the vehicle is controlled in such a way that the speed of the Vehicle increased.
  • the speed is generally controlled by intervening in the engine control and subsequently increasing the engine output.
  • the speed can also be increased by reducing or switching off the braking action of the controlled braking devices.
  • the steering column lever 2 does not engage in position 20, but the speed is increased as long as the driver holds the steering column lever 2 in this position 20.
  • the increase in speed preferably takes place according to a predetermined ramp function, the speed increasing, for example, by 1 km / h per 1 second of holding time. If the steering column lever 2 is only briefly tapped into the position, the speed increases by a predetermined amount, for example by 1 km / h. Multiple tapping leads to a corresponding increase in speed by a multiple of the predetermined amount, that is to say by n * 1 km / h, where n represents the number of taps of lever 2. If the driver releases the lever 2 when the desired speed is reached, the lever 2 returns to the neutral position 22. The speed reached is stored when the steering column lever 2 reaches the neutral position 22.
  • the speed control When the speed control is switched on, the current speed is stored or held when the steering column lever 2 is in the neutral position or center position 22.
  • a first target speed which is to be kept at least provisionally, it can in turn be provided that only the overall speed control is switched on, without the target speed having to be set specifically via a special switch position.
  • the speed control can thus be switched on, with the current vehicle speed being stored at the same time as the desired speed. It is of course also possible to store the setpoint using a special memory key when the cruise control is activated.
  • the driver can correspondingly move the steering column lever 2 from the neutral position 22 into a second position 24.
  • the speed control of the vehicle is controlled in such a way that the speed of the vehicle lowers.
  • the speed is generally controlled by intervening in the engine control and subsequently reducing the engine power.
  • the speed can also be reduced by using or increasing the braking effect of the controlled braking devices.
  • the pitman arm 2 does not engage in position 24, but the speed is reduced as long as the driver holds the pitman arm 2 in this position 24.
  • the decrease in speed preferably takes place according to a predetermined ramp function, the speed decreasing, for example, by 1 km / h per 1 second of holding time. If the steering column lever 2 is only briefly tapped into the position 24, the speed decreases by a predetermined amount, for example by 1 km / h. Multiple taps lead to a corresponding speed reduction by a multiple of the predetermined amount, ie by n * 1 km / h, where n represents the number of taps of the lever 2. If the driver releases the lever 2 when the desired speed is reached, the lever 2 returns to the neutral position 22. Other amounts of the speed change, such as 0.5 km / h or 2 km / h or more, are also possible.
  • the steering column lever 2 can be brought into positions 26, 28, 30, 31, 32 in its shifting lane over a resistance between positions 24 and 26, which correspond to the respective braking stages.
  • the five stages shown here serve as examples for any number of brake stages, which, depending on the type of retarder or the brake devices, can be provided. The further the steering column lever 2 is moved downward, the higher the braking level that is activated.
  • the braking stages can either form a constant braking torque increasing from stage to stage or a constant deceleration of the vehicle increasing from stage to stage.
  • a switch 36 which is arranged at the upper end of the steering column lever 2, is used to activate the speed control.
  • One tap here means “switch on”
  • the next tap of switch 36 means “switch off”
  • FIG. 3 shows an expanded arrangement according to FIG. 1 or FIG. 2.
  • a steering column lever 2 is provided on a steering wheel 1, which has different switching positions 52, 54, 56, 58, 60, 62, 64, 66 . All positions are in a switching plane 50.
  • Position 54 in turn represents a neutral position that is sprung in both directions.
  • a second switching level 40 is provided. The intersection of the two planes lies in the sprung neutral position 54 of the steering column lever 2.
  • the second switching plane 40 has three positions, a first position as a neutral position 54, a second position 42 as a first end position of the steering column lever 2 in one direction in the switching plane 40 and a third position 44 as the second end position of the steering column lever 2 in the other direction in the switching plane 40.
  • the end position 42 is preferably in the rear in the direction of travel and the end position 44 in the direction of travel in the front.
  • the steering column lever 2 does not engage in the end positions 42 and 44, but a signal is generated when the end position is reached.
  • the speed control can be activated and in position 44 the speed control can be deactivated.
  • Position 42 can also mean the signal "resumption of stored speed", for example, wherein the steering column lever can preferably be pulled in the direction of the driver to reach position 42.
  • the speed control can be activated by a switch 46 in the steering column lever 2.
  • the speed reached is stored when the steering column lever reaches the neutral position 54. With the cruise control switched on, the
  • Steering column lever 2 in neutral or middle position 54 the current speed saved and held.
  • a first target speed it can be provided that only the overall speed control is switched on without the target speed having to be set additionally by means of a special switch.
  • the steering column lever 2 can be moved from its off position 44 into the switch-on position. tion 42 are brought, with which the cruise control is switched on, or the cruise control is switched on with the aid of the switch 46.
  • the vehicle speed currently present is stored as the desired speed.
  • control element engine control, brake control and possibly a connecting control device can take place digitally, via pulse-width-modulated signals or via CAN bus lines.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Automation & Control Theory (AREA)
  • Controls For Constant Speed Travelling (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention concerne un dispositif permettant de réguler la vitesse d'automobiles équipées d'un moteur à combustion interne et de dispositifs de freinage supplémentaires. Un élément d'actionnement (2) du système de régulation de la vitesse comporte des positions de commande (4, 6, 8, 20, 22, 24, 42, 44, 52, 54, 56) pour influer sur les étages de freinage de la commande du moteur, ainsi que des positions de commande (10, 12, 14, 16, 17, 26, 28, 30, 31, 32, 58, 60, 62, 64, 66) pour influer sur les étages de freinage des systèmes de freinage. Les premières et les secondes positions de commande peuvent se trouver sur un niveau unique de commutation (18). Il peut être prévu un second niveau de commutation (40), perpendiculaire au premier niveau de commutation (18), qui comporte des positions de commande (42, 44) du système de régulation de la vitesse. Les dispositifs de freinage utilisés peuvent être des ralentisseurs, des freins moteur, des freins à clapet d'échappement ou la commande de boîte en cas de boîte de vitesses automatique.
PCT/EP1996/004286 1995-10-06 1996-10-01 Dispositif permettant de reguler la vitesse de vehicules WO1997013651A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19537273.5 1995-10-06
DE19537273A DE19537273A1 (de) 1995-10-06 1995-10-06 Einrichtung zur Geschwindigkeitsregelung von Fahrzeugen

Publications (1)

Publication Number Publication Date
WO1997013651A1 true WO1997013651A1 (fr) 1997-04-17

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PCT/EP1996/004286 WO1997013651A1 (fr) 1995-10-06 1996-10-01 Dispositif permettant de reguler la vitesse de vehicules

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DE (1) DE19537273A1 (fr)
WO (1) WO1997013651A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001047738A1 (fr) * 1999-12-23 2001-07-05 Scania Cv Aktiebolag (Publ) Ensemble de commande pour vehicule
US8341954B2 (en) 2006-12-22 2013-01-01 Voith Patent Gmbh Hydrodynamic coupling

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19721166C2 (de) * 1997-05-21 1998-11-26 Voith Turbo Kg Einrichtung und Verfahren zur Einstellung von Retarderbremsprogrammen und/oder Retarderbremsfunktionen
DE19734625A1 (de) * 1997-08-09 1999-02-11 Man Nutzfahrzeuge Ag Einrichtung und Bediensystem für die Schaltung einer Dauerbremse
DE19841838A1 (de) * 1998-09-12 2000-03-16 Volkswagen Ag Einrichtung sowie Verfahren zur Ansteuerung von beschleunigenden und verzögernden Aggregaten bei Kraftfahrzeugen
DE19912726A1 (de) * 1999-03-20 2000-09-21 Volkswagen Ag Bedienungsvorrichtung für eine Geschwindigkeitsregelanlage
DE10231360A1 (de) 2002-07-11 2004-01-22 Robert Bosch Gmbh Verfahren zur Regelung der Geschwindigkeit eines Fahrzeugs
DE10235472B4 (de) * 2002-08-02 2007-08-02 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Vorrichtung zur Steuerung der Bremsen eines Nutzfahrzeugs
DE10331373A1 (de) * 2003-07-11 2005-03-03 Zf Friedrichshafen Ag Verfahren zur Einstellung einer konstanten Verzögerung für Fahrzeuge mit einer verschleißfreien Bremse
DE10332204A1 (de) * 2003-07-16 2005-02-03 Daimlerchrysler Ag Manuell zu betätigende Tempomateinheit für ein Kraftfahrzeug
DE102004016513A1 (de) * 2004-04-03 2005-10-27 Bayerische Motoren Werke Ag Geschwindigkeitsregelsystem für ein Kraftfahrzeug
DE102006004080A1 (de) 2006-01-28 2007-08-02 Zf Friedrichshafen Ag Antriebsstrang eines Kraftfahrzeuges

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1990003898A1 (fr) * 1988-10-07 1990-04-19 Lang Ernest U Commande de deplacement d'un vehicule a moteur
EP0501346A2 (fr) * 1991-02-26 1992-09-02 Mitsubishi Denki Kabushiki Kaisha Dispositif de contrôle du déplacement d'un véhicule à moteur
WO1994010002A1 (fr) * 1992-10-26 1994-05-11 Saab-Scania Aktiebolag Procede et systeme de regulation de la vitesse d'un vehicule automobile
DE4320111A1 (de) * 1993-06-17 1994-12-22 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung eines Fahrzeugs
DE4338098A1 (de) * 1993-11-08 1995-05-11 Daimler Benz Ag Geschwindigkeitsregelanlage für Kraftfahrzeuge
WO1995026466A1 (fr) * 1994-03-29 1995-10-05 Ab Volvo Dispositif de regulation de la puissance de freinage moteur dans un moteur a combustion interne

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1990003898A1 (fr) * 1988-10-07 1990-04-19 Lang Ernest U Commande de deplacement d'un vehicule a moteur
EP0501346A2 (fr) * 1991-02-26 1992-09-02 Mitsubishi Denki Kabushiki Kaisha Dispositif de contrôle du déplacement d'un véhicule à moteur
WO1994010002A1 (fr) * 1992-10-26 1994-05-11 Saab-Scania Aktiebolag Procede et systeme de regulation de la vitesse d'un vehicule automobile
DE4320111A1 (de) * 1993-06-17 1994-12-22 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung eines Fahrzeugs
DE4338098A1 (de) * 1993-11-08 1995-05-11 Daimler Benz Ag Geschwindigkeitsregelanlage für Kraftfahrzeuge
WO1995026466A1 (fr) * 1994-03-29 1995-10-05 Ab Volvo Dispositif de regulation de la puissance de freinage moteur dans un moteur a combustion interne

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2001047738A1 (fr) * 1999-12-23 2001-07-05 Scania Cv Aktiebolag (Publ) Ensemble de commande pour vehicule
US6945349B2 (en) 1999-12-23 2005-09-20 Scania Cv Ab (Publ) Control arrangement for a vehicle
US8341954B2 (en) 2006-12-22 2013-01-01 Voith Patent Gmbh Hydrodynamic coupling

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