WO2001058714A1 - Procede et dispositif permettant d'arreter une fonction active d'assistance au demarrage - Google Patents

Procede et dispositif permettant d'arreter une fonction active d'assistance au demarrage Download PDF

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Publication number
WO2001058714A1
WO2001058714A1 PCT/EP2001/001044 EP0101044W WO0158714A1 WO 2001058714 A1 WO2001058714 A1 WO 2001058714A1 EP 0101044 W EP0101044 W EP 0101044W WO 0158714 A1 WO0158714 A1 WO 0158714A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
braking torque
torque
starting
brake
Prior art date
Application number
PCT/EP2001/001044
Other languages
German (de)
English (en)
Inventor
Rainer Klusemann
Jürgen DIEBOLD
Oliver Huth
Original Assignee
Continental Teves Ag & Co. Ohg
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
Priority claimed from DE10103713A external-priority patent/DE10103713A1/de
Application filed by Continental Teves Ag & Co. Ohg filed Critical Continental Teves Ag & Co. Ohg
Publication of WO2001058714A1 publication Critical patent/WO2001058714A1/fr

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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
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/122—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger for locking of reverse movement
    • 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
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
    • 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
    • B60T8/34—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 having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—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 having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control 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
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • 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
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/06—Hill holder; Start aid systems on inclined road
    • 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
    • B60W2510/02—Clutches
    • B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
    • B60W2510/0225—Clutch actuator 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/10—Weight
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/14—Clutch 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • 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
    • B60W30/18118—Hill holding

Definitions

  • the invention relates to a method and a device for ending an active starting aid function that supports starting a vehicle on an incline by providing a braking torque holding the vehicle on the incline in the service brake in accordance with external and / or internal variables, such as builds up the downhill drive torque and / or operating states or characteristic values of the vehicle and maintains it, including the large ones, until the build-up of a drive torque required for starting.
  • a traction help In vehicles that are equipped with or without an electric parking brake, it is the job of a traction help to support the driver when starting on the mountain.
  • DOA Drive-Off Assistance
  • a vehicle is held on a slope with a traction help, for example: the vehicle is stopped, the drive motor is running, the driver is operating the clutch, the driver is using a braking device (service brake and / or
  • the driver When initiating the starting process (actuating the clutch), the driver is assisted at a standstill in such a way that the vehicle is braked on a slope and the driver can release a previously operated braking device in order to start off without the vehicle rolling away in an uncontrolled manner. This bridges the period between releasing a brake control element and the actual starting process.
  • the start-up process is determined by a suitable evaluation of vehicle information and quantified as drive torque, which is transmitted to the drive wheels via the clutch.
  • the starting aid then assists during the starting process by reducing the braking torque in accordance with the drive torque present on the drive wheels. If the driver builds up sufficient drive torque via the clutch on the drive wheels, the starting aid reduces the braking torque to zero until further activation of the starting aid is initiated by the driver.
  • “Slope” is understood here to mean any road gradient that is suitable for triggering an automatic, drive-free vehicle movement.
  • a starting aid is used to ensure that the vehicle only travels in the direction desired by the driver and e.g. does not roll backwards against an obstacle in a parking space on a slope.
  • the function of the traction help places increased demands on, for example, the energy supply when the engine is switched off if the vehicle is equipped with a so-called automatic start / stop system that switches off the drive motor when the vehicle is stationary.
  • the driver must restart the engine eg operate the accelerator pedal.
  • a vehicle without a traction help function may have already rolled against an obstacle.
  • the traction help can be implemented in vehicles without an electric parking brake with an active or driver-independent service brake.
  • This can e.g. an active brake booster of a hydraulic brake, a motor-pump unit and / or a high-pressure accumulator of an electro-hydraulic brake or an electric motor of an electro-mechanical brake.
  • the difference to the realization with an electric parking brake is that energy is used to hold the vehicle on a slope; While the activated electric parking brake holds the vehicle only via the mechanical self-locking, the energy supply must be ensured for an active service brake. If the driver gets out of the vehicle and the power supply fails (e.g. the internal combustion engine stops and the active brake booster of a hydraulic brake no longer receives a vacuum), the vehicle can roll away. It must therefore be ensured with a traction help that is implemented with an active service brake that the driver is in the vehicle when the traction help is active.
  • a method for ending the traction help function is known, with which a drive torque is determined when starting on a slope, which is actually available on the drive axle and according to which the braking torque is reduced to zero by the driver support when starting.
  • the traction help function ends when the braking torque held by the active service brake is completely reduced.
  • a starting aid that is intended to prevent the vehicle from rolling back is known from DE 199 41 482 AI. This does not take into account whether the driver is sitting in the vehicle or not. The driver can therefore get out in the belief that he has parked his vehicle properly and then find out too late that the vehicle is rolling away, for example because the engine is switched off and the brake booster no longer has a vacuum.
  • the invention has for its object to provide a method for ending an active traction help function, which prevents an uncontrolled shutdown of the traction help and allows the driver to take measures, if necessary, to prevent the vehicle from rolling away.
  • Measured variable which represents an operating state or a characteristic value of the vehicle
  • a generic starting aid is designed in such a way that the starting aid is a determining unit for determining a state for interrupting the active starting aid before or during the build-up of a drive torque required for starting according to at least one measured variable which indicates an operating state or reproduces a characteristic value of the vehicle, contains that the starting aid a control unit for controlling the reduction of the braking torque of the service brake when determined Measured variable, and that the control unit controls the reduction of the braking torque after a predetermined time course so that a vehicle reaction is triggered when the braking torque is reduced.
  • the function of the active traction help is advantageously limited in time.
  • the traction help function must be interrupted and the braking torque held by the active service brake must be reduced. This dismantling should be done in such a way that the driver immediately feels the vehicle reaction, that the traction help function switches off, but still gives him enough time to adjust to it and to take suitable measures, e.g. actuating the parking brake.
  • actuating the parking brake By limiting the braking torque held by the activated traction help to the braking torque required on the slope and a temporary active assistance phase, a traction help without an electric parking brake can be made available safely.
  • the method therefore triggers a vehicle movement in correlation to the measured variable.
  • Detection of the driver's wish to leave the vehicle or detection of a situation that can lead to deactivation of the active service brake can be achieved by one measurement variable or several correlated measurement variables or vehicle information or derived from these measurement variables or vehicle information, calculated or estimated characteristic values from a clutch state representing a release of the clutch pedal and / or a transmission state containing gear information and / or a brake pedal state representing a release of a brake pedal, e.g. a release switch of an electromagnetically actuated brake booster, possibly including information about the actuation an accelerator pedal, and / or one, stopping an engine representing the engine operating state, and / or a vehicle operating state representing a disconnection of at least one electrical supplier is or are obtained.
  • a clutch state representing a release of the clutch pedal and / or a transmission state containing gear information and / or a brake pedal state representing a release of a brake pedal
  • a release switch of an electromagnetically actuated brake booster possibly including information about the actuation an accelerator pedal, and / or
  • An advantage of the invention lies in the fact that the method is based on the measurement variables which both withstand the safety-critical consideration and always reliably indicate whether the driver is in the vehicle or not or the active service brake is functioning or not.
  • An expedient embodiment of the method is characterized in that a set in response to an operation of the brake pedal braking torque M Fah r ERVOR g abe is maintained after the determination of the measured variable maximum 2s to the driver when starting a change from the brake pedal to the accelerator pedal to enable if the brake pedal state and / or the accelerator pedal state is used as a measurement variable for the interruption of the active traction help function.
  • the method provides that the driver is responsible for bringing the vehicle to a standstill in a vehicle equipped with a start-up aid function. Particularly when the road friction coefficients are inhomogeneous ( ⁇ -split), in order to bring the vehicle to a standstill, the driver applies a greater braking torque than would be necessary, as determined solely from the slope.
  • braking torque braking pressure, braking force
  • the braking torque set by the driver is taken over by the active service brake, taking into account the pedal behavior, ie the active service brake maintains a brake torque that is slightly below the driver's braking torque.
  • a vehicle reaction such as a rolling away of the vehicle on the slope, can then be advantageous after the reduction time less than 2 seconds, preferably a maximum of 0.5s. It is expedient to ensure that the reduction to a power take-off in accordance with the slope M Ha ngabtrie b ein penetratedes braking torque is achieved in an independent from the braking torque MFahrevorgabe reproducible period of time.
  • a fast vehicle response can be achieved in that a in accordance with the slope output torque M HANGAB tri e b adjusted brake torque M braking, is reduced in a first step at least 20% to 50% in a period of at most 3 s, preferably in a time period less ls becomes. In The braking torque is then reduced to zero in at least one further step.
  • a reduction in the braking torque held by the active service brake to the braking torque required on a slope or on an incline is required for reproducible behavior of the vehicle.
  • the vehicle begins when the braking torque M Drive rv or e a s e previously in an advantageously always the same amount of time to in accordance with the slope output torque M downgrade set braking torque M Br ems, was in the reduced, thus substantially independent of the slope gradient always at the same Time to roll away after the driver releases a pedal. This means that the driver is not tempted to get off even on slopes with small gradients, since the vehicle begins to roll away almost immediately, as usual.
  • the braking torque M Br ems required on the slope determined in accordance with the slope output torque M Han g a btrieb, is immediately built up. This braking torque takes into account the slope or road inclination (sin a),
  • Gravitational acceleration component is determined, possibly including a safety factor.
  • the driver actuates the service brake (or service and parking brake), then is transferred to an embodiment, the set of the driver's brake torque M Fah r he v orgabe or a determined in accordance with the slope output torque braking torque M Br ems, Lim set.
  • the set of the driver's brake torque M Fah r he v orgabe or a determined in accordance with the slope output torque braking torque M Br ems, Lim set As long as the driver operates the brake pedal himself, it is not possible to set a brake pressure, which may be higher depending on the situation and which may be required with safety supplements for holding on a slope, since the brake pedal is “pulled away” from the driver when the braking torque is set by means of an active brake booster. If the driver releases the brake pedal, the braking torque applied by the driver is less than the downhill driving torque plus safety, the braking torque can be increased to this value.
  • the braking torque M brake Lim can also be reduced after approximation of an exponential function.
  • the starting aid should release the braking torque so that the vehicle both travels in the desired direction of travel and does not hinder the driver from starting by holding on. Even if the If the driver sets a greater braking torque than would actually be required for the slope, the brake should be released comfortably. It is therefore provided in the method according to the invention that, for at least one determined quantity which represents a signal representing a start, for example information about the drive torque, a braking torque braking , L ⁇ which was set after the downhill driving torque, according to the relationship
  • the vehicle is initially stopped with the braking torque set by the driver.
  • the braking torque is then released in accordance with the comparison according to (2).
  • the braking torque is reduced compared to (1), in which, starting from the braking torque, which is dependent on the slope, via the balance of M Ant ⁇ eb and MHangabtrieb, there is less tendency to roll away against the desired direction of travel, since the the larger braking torque specified by the driver begins to decrease.
  • FIG. 1 relates to a clutch signal
  • FIG. 2 relates to a brake pedal signal
  • FIG. 3 relates to correlated brake and accelerator pedal signals
  • Fig. 4 is a diagram of the time course of a braking torque set by the traction help with premature interruption of the traction help function
  • Fig. 5 is a digram over the time course of the degradation of the braking moment M s Brem the example of a set of the active service brake in accordance with the brake pedal braking moment M r Fa hrervo reproducing •
  • Fig. 6 shows a device for interrupting the traction help function
  • the traction help assistant function ends after determining a state for interrupting the active traction help before the build-up of a drive torque required for starting because the driver does not get out, believing that his vehicle is properly parked with the active service brake to have.
  • a switch on the clutch pedal detects when the vehicle is at a standstill whether the traction help function must be interrupted prematurely, i.e. before or during the build-up of a drive torque required to start. Since, when entering the query, it has not yet been determined whether the driver has built up drive torque, it is initially queried in diamond 10 whether the vehicle is running. This situation query can be carried out by evaluating the wheel speeds, for example. If this situation exists, the further query for an interruption can be omitted since the braking torque set by the active service brake is zero (step 12). If the vehicle is at a standstill, diamond 11 asks whether there is a need to prematurely interrupt the traction help function. If the clutch pedal is actuated (e.g.
  • the braking torque M braking i ⁇ m held by the starting aid is reduced in step 13 as the driving torque M AntE ⁇ eb is built up.
  • the reduction takes place at a braking torque M brake , Lir r that was set after the downhill torque, according to the relationship
  • Entry into the query encompasses the situation detection according to FIG. 1.
  • diamond 14 queries whether there is a need to prematurely interrupt the traction help function. If the brake pedal is depressed, activation of the traction help is retained. If it is decided in diamond 11 that the brake pedal is not actuated, it can be assumed that the driver gets out. The traction help is then interrupted based on the measured variable generated by the brake light switch (in the active brake booster, the release switch) via the brake pedal status, since if the brake pedal is not pressed, it cannot be reliably decided whether the driver is leaving the vehicle or not. The reduction of the braking torque held by the starting aid must therefore meet at least one condition with regard to its value.
  • step 15 it is required that the value of the braking torque M Br ems, which is reduced after a predetermined time course (described in connection with FIG. 4). is below the braking torque M Br ems, Anfah, which is reduced by the starting aid in the same way as the driving torque M M ent ri eb is built up.
  • the reduction takes place at a braking torque M Breras , which was set after the downhill torque, according to the relationship "* ⁇ Haimuhii i M Ann i
  • a comparison of the determined values of the braking torques M BreraSrZe ⁇ t ⁇ - and M ß e ms, start takes place in step 15, the reduction following the lower braking torque.
  • This reduction in braking torque takes into account the fact that the driver builds up driving torque only very slowly or hesitantly when the brake pedal is not actuated. In this situation, the function of the traction help is interrupted prematurely if the braking torque has already been reduced to zero after the specified time, but no starting torque suitable for starting has yet been built up.
  • the determination of the measured variable comprises the situation detection (diamond 10, 14 and step 12) according to FIG. 2 until the brake pedal actuation is detected.
  • the assistance phase can advantageously be improved if the braking torque is only reduced when the brake pedal and accelerator pedal are not actuated.
  • diamond 16 queries whether the accelerator pedal is actuated (for example via a status signal of the accelerator pedal provided by the engine control). Is shown in diamond 16 determined that the accelerator pedal is actuated, it is decided in step 17 to abort the reduction of the braking torque initiated in step 15 (FIG. 2) according to the predetermined time profile as described in FIG. 4. In step 18, the braking torque is then reduced in accordance with the method described in step 13 of FIG. 1.
  • the braking torque is reduced in step 19 in accordance with the predefined time profile, as described in connection with FIG. 4.
  • the advantage over the method described in connection with FIG. 2 is that the driver can take any amount of time to start when the accelerator pedal is actuated, since the function of the starting aid is not interrupted prematurely.
  • the state for the interruption of the active traction help function should be directly related to a vehicle reaction.
  • the release of the clutch pedal or the accelerator pedal and / or the brake pedal is said to have interrupted (deactivated) the starting aid. Since the interruption of the traction help is determined by a driver action (e.g. releasing the clutch pedal or the accelerator pedal), this is also directly related to the vehicle reaction. That the braking torque should be reduced so that the vehicle starts moving immediately. The driver is not tempted to get out of the vehicle without first ensuring that the vehicle is properly parked or secured.
  • the immediate vehicle reaction is achieved if the braking torque held by the active service brake is limited to the value required on the slope or is reduced before the interruption of the traction help via an inclination angle sensor (e.g. longitudinal acceleration sensor) or after determining the condition to interrupt the active traction help in a possibly reproducible period of time, which is independent of the value of the braking torque, and which can still be regarded as an immediate reaction to the driver action.
  • an inclination angle sensor e.g. longitudinal acceleration sensor
  • An exemplary embodiment according to the invention provides for the limitation of the braking torque M brake , L ⁇ m held by the active service brake to the braking torque required on the slope, which is advantageous for a simple, reproducible vehicle reaction .
  • the vehicle therefore begins to roll away almost independently of the slope slope at the same time after the driver has released a pedal. This means that the driver is not tempted to get off even on slopes with small gradients, since the vehicle immediately begins to roll away as usual.
  • the advantageous reduction in braking torque Mssrems, Lim shown in Figure 4 ensures that immediately after the driver releases a pedal, the vehicle immediately begins to roll away, but the further reduction takes place more slowly to allow the driver to react.
  • the driver has time to pull off or bring the vehicle to a stop using the service brake.
  • the reduction of the braking torque M braking, L i m is carried out at a constructed in accordance with the slope output torque M Han g a b t rubbed braking torque M Br e ms, in at least 20% (based on the related on a slope level) in a period between 0 and 3s, preferably in a time period of 0.5 to 1s, according to the measured variable determined.
  • the braking torque (brake pressure) is then slowly reduced to zero, preferably in a time span of at most 10s, preferably at most 2s.
  • the braking torque M Br em s is preferably reduced according to an exponential function according to the following relationship ⁇ js
  • the braking torque M Bre ⁇ ns is reduced according to approximation 21 of the exponential function in such a way that a rapid drop within .maximal Is to, for example, 60% of the braking pressure, followed by a slow reduction to 0 within, for example, a maximum of 2s.
  • the dismantling is slower in the second step to allow the driver to react. The driver has time to pull off or bring the vehicle to a stop using the service brake.
  • the magnitude of this, for example via an active brake booster, in the service brake, driver-independent braking torque 23 is slightly below the braking torque 22 set via the brake pedal actuation in order to avoid a brake pedal reaction while the driver is actuating the brake pedal.
  • Such limits are not necessary for an EMS (electro-hydraulic brake) or an EMB (electro-mechanical brake).
  • the time at which the driver releases the brake pedal is designated t2.
  • the braking torque M brake preferably drops in four steps, after the following time sequence, if the measured variable described in connection with FIGS. 1 to 3 has been determined at time t3, for example via the clutch state: a)
  • the time period t2 to t3, in which the "driver brake pressure" is maintained, is 0 to 10 s, preferably a maximum of 2 s.
  • the time period t3 to t4, in which the braking torque (the braking pressure, the braking force) depends on the slope required level 24 is reduced, is 0 to 2 s, preferably a maximum of 0.5 s c)
  • the time period t5 to t6 in which the brake pressure is further reduced to zero is up to 10s, preferably maximum 2s.
  • the degradation can take place via the expotential function described in connection with FIG. 4, an approximation and / or the line course mentioned.
  • the braking torque (or braking pressure, braking force) set by the driver is adopted by the starting aid, i.e. the target specification is equated with the driver specification and not reduced to the value required on the slope.
  • the braking torque is first reduced to the braking torque M Han driving gear required on the slope. This first dismantling should take place as quickly as possible (eg via a fast ramp, ie with a large pressure reduction gradient).
  • the braking torque is to be reduced further in such a way that the driver can react to the rolling vehicle.
  • An advantageous method for ending the traction help function provides that the setpoint specification for a braking torque M Bre m s to be set is specified as follows:
  • Downhill torque comes into play.
  • a possible excess of braking torque e.g. due to safety thresholds or incorrectly assumed coefficients of friction or a braking torque set by the driver
  • the reduction in the braking torque when building up a drive torque is designated by 26. The reduction takes place after comparison of the determined values of the braking torques M B rem s , time and M Brem s, starting. instead, the degradation follows the lower braking torque.
  • FIG. 6 shows a device for ending an active starting aid function which supports starting a vehicle on an incline 33 by applying a braking torque holding the vehicle on the incline in the service brake 32 in accordance with external and / or internal variables, such as the Road inclination and / or conditions of the vehicle, builds up and maintains the inclusion of the large until a drive torque required for starting.
  • the device has a determination unit 30 for determining a state for interrupting the active starting aid before the construction of a condition required for starting Drive torque according to at least one measurement variable, which reflects an operating state of the vehicle. Depending on at least one of the determination of the measurement variable described in connection with FIGS.
  • a control unit 31 controls the reduction of the braking torque of the service brake 32 when the measurement variable is determined in accordance with the method described above.
  • the control unit controls the reduction of the braking torque after a predetermined time course in such a way that a vehicle reaction, in particular a drive-free (without engine power) vehicle movement, is triggered when the braking torque is reduced.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Regulating Braking Force (AREA)

Abstract

Procédé et dispositif permettant d'arrêter une fonction active d'assistance au démarrage qui soutient le démarrage en côte d'un véhicule, par le fait qu'elle établit un couple de freinage retenant le véhicule sur la pente dans le frein de service en fonction de grandeurs externes et/ou internes telles que l'inclinaison de la chaussée et/ou des états du véhicule et qu'elle maintient ledit couple, compte tenu desdites valeurs, jusqu'à l'établissement d'un couple d'entraînement correspondant. Pour éviter une interruption non contrôlée de l'assistance au démarrage, le procédé selon la présente invention comporte plusieurs étapes qui consistent à détecter un état conduisant à l'interruption de l'assistance active au démarrage avant ou pendant l'établissement d'un moment d'entraînement nécessaire pour le démarrage en fonction d'au moins une grandeur mesurée qui traduit un état du véhicule, à éliminer le couple de freinage du frein de service en cas de détection de la grandeur mesurée et à déclencher une réaction du véhicule en cas d'élimination du couple de freinage, au bout d'un laps de temps prédéterminé.
PCT/EP2001/001044 2000-02-10 2001-02-01 Procede et dispositif permettant d'arreter une fonction active d'assistance au demarrage WO2001058714A1 (fr)

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
DE10005992.9 2000-02-10
DE10005992 2000-02-10
DE10049292.4 2000-10-04
DE10049292 2000-10-04
DE10103713A DE10103713A1 (de) 2000-02-10 2001-01-26 Verfahren und Einrichtung zum Beenden einer aktiven Anfahrhilfe-Funktion
DE10103713.9 2001-01-26

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EP1327566A1 (fr) * 2002-01-11 2003-07-16 Audi Ag Commande pour dispositif d'aide au démarrage
EP1410940A1 (fr) * 2002-10-19 2004-04-21 WABCO GmbH & CO. OHG Procédé de commande d'un dispositif anti-recul pour véhicule
WO2004039647A1 (fr) * 2002-10-24 2004-05-13 Robert Bosch Gmbh Procede et dispositif de commande d'un systeme anti-recul
WO2004039646A1 (fr) * 2002-10-31 2004-05-13 Robert Bosch Gmbh Procede et dispositif pour reguler le systeme de freinage d'une automobile
FR2850069A1 (fr) * 2003-01-20 2004-07-23 Renault Sa Dispositif et procede de commande de freinage au cours des phases d'arret et de mise en mouvement d'un vehicule automobile equipe d'un freinage decouple.
FR2915159A1 (fr) * 2007-04-19 2008-10-24 Renault Sas Procede d'aide au demarrage en cote et dispositif associe.
EP2113433A1 (fr) * 2008-04-30 2009-11-04 Iveco S.p.A. Système et procédé pour aider au démarrage en côte d'un véhicule industriel
US7887144B2 (en) 2002-07-12 2011-02-15 Lucas Automotive Gmbh Electronic system for a motor vehicle
CN113715635A (zh) * 2021-09-03 2021-11-30 中铁工程装备集团隧道设备制造有限公司 牵引机车、牵引机车坡道辅助启动控制方法

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EP0251156A2 (fr) * 1986-06-24 1988-01-07 Adam Opel Aktiengesellschaft Dispositif de freinage pour véhicule à moteur
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Publication number Priority date Publication date Assignee Title
EP1327566A1 (fr) * 2002-01-11 2003-07-16 Audi Ag Commande pour dispositif d'aide au démarrage
US7887144B2 (en) 2002-07-12 2011-02-15 Lucas Automotive Gmbh Electronic system for a motor vehicle
EP1410940A1 (fr) * 2002-10-19 2004-04-21 WABCO GmbH & CO. OHG Procédé de commande d'un dispositif anti-recul pour véhicule
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WO2004039647A1 (fr) * 2002-10-24 2004-05-13 Robert Bosch Gmbh Procede et dispositif de commande d'un systeme anti-recul
KR101014135B1 (ko) * 2002-10-24 2011-02-14 로베르트 보쉬 게엠베하 역회전 방지 장치를 제어하기 위한 방법 및 장치
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WO2004039646A1 (fr) * 2002-10-31 2004-05-13 Robert Bosch Gmbh Procede et dispositif pour reguler le systeme de freinage d'une automobile
WO2004067342A1 (fr) * 2003-01-20 2004-08-12 Renault S.A.S. Dispositif et procede de commande de freinage au cours des phases d’arret et de mises en mouvement d’un vehicule automobile equipe d’un freinage decouple
FR2850069A1 (fr) * 2003-01-20 2004-07-23 Renault Sa Dispositif et procede de commande de freinage au cours des phases d'arret et de mise en mouvement d'un vehicule automobile equipe d'un freinage decouple.
FR2915159A1 (fr) * 2007-04-19 2008-10-24 Renault Sas Procede d'aide au demarrage en cote et dispositif associe.
WO2008145876A1 (fr) 2007-04-19 2008-12-04 Renault S.A.S. Procede d'aide au demarrage en cote et dispositif associe
US8565994B2 (en) 2007-04-19 2013-10-22 Renault S.A.S. Hill start assistance method and associated device
EP2113433A1 (fr) * 2008-04-30 2009-11-04 Iveco S.p.A. Système et procédé pour aider au démarrage en côte d'un véhicule industriel
CN113715635A (zh) * 2021-09-03 2021-11-30 中铁工程装备集团隧道设备制造有限公司 牵引机车、牵引机车坡道辅助启动控制方法

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