WO2002062640A1 - Procede et dispositif de reconnaissance de sens de deplacement - Google Patents

Procede et dispositif de reconnaissance de sens de deplacement Download PDF

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Publication number
WO2002062640A1
WO2002062640A1 PCT/EP2002/000218 EP0200218W WO02062640A1 WO 2002062640 A1 WO2002062640 A1 WO 2002062640A1 EP 0200218 W EP0200218 W EP 0200218W WO 02062640 A1 WO02062640 A1 WO 02062640A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
strategy
travel
speed
gear
Prior art date
Application number
PCT/EP2002/000218
Other languages
German (de)
English (en)
Inventor
Joachim Borneis
Ulrich Baiter
Original Assignee
Continental Teves Ag & Co. Ohg
FÜHRER, Jochen
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 Continental Teves Ag & Co. Ohg, FÜHRER, Jochen filed Critical Continental Teves Ag & Co. Ohg
Priority to DE10290366.2T priority Critical patent/DE10290366B4/de
Priority to EP02716654A priority patent/EP1351844A1/fr
Publication of WO2002062640A1 publication Critical patent/WO2002062640A1/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
    • 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
    • B60T8/172—Determining control parameters used in the regulation, e.g. by calculations involving measured or detected parameters
    • 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
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/04—Hill descent 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
    • 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
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • B60W2050/0052—Filtering, filters
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • 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
    • B60W2510/10—Change speed gearings
    • B60W2510/1005—Transmission ratio engaged
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/18—Braking system
    • B60W2710/182—Brake pressure, e.g. of fluid or between pad and disc
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
    • F16H2059/443—Detecting travel direction, e.g. the forward or reverse movement of the vehicle

Definitions

  • HDC Hill Descent Control
  • the engine operating conditions change, among other things, in such a way that the engine changes from idling behavior (unloaded run) to normal operation (loaded run) by the engine driving the vehicle, so that the engine output power is largely and particularly defined to drive the Vehicle is used.
  • the speed depends on the position of the accelerator pedal, the gear engaged, the engine drag torque and the gradient (slope of the road).
  • the engine drag torque is often not sufficient to allow a controlled descent.
  • Such vehicles are usually equipped with an anti-lock braking system (ABS) and a traction control system (ASR).
  • ABS anti-lock braking system
  • ASR traction control system
  • the already existing assemblies such as electronics, wheel speed sensors, Longitudinal acceleration sensors, solenoid control valves, motor-pump units etc. are also used to carry out the above-mentioned speed control.
  • the known assemblies relieve the driver on downhill gradients of having to constantly press the brake pedal. A constant speed is maintained even with different road inclinations.
  • Knowing the direction of travel is particularly important for control systems such as the HDC in off-road use.
  • the target speed can be specified depending on the direction of travel (slower backwards) or the ABS function can be designed depending on the direction (select low). It is particularly important to receive valid direction information as soon as possible after starting the vehicle. Early directional information is required, especially when rolling with high acceleration (rolling back on a steep slope), since braking intervention by the HDC must take place very soon (at 2-3km / h) if you want to avoid overshooting the speed. On the other hand, it is a rather smooth start (flat slope) not critical if the
  • Direction information is available late or shows the wrong direction for a limited time.
  • the invention is based on the object of specifying a method and a device of the type mentioned at the outset by means of which a direction of travel detection, in particular on a mountain, can be detected in all driving situations.
  • the detection of the direction of travel is determined as a function of internal and / or external vehicle variables, such as the engine speed, the engine torque, the accelerator pedal position, the gear engaged, the clutch state, the turning behavior of the wheels, the longitudinal acceleration, the road inclination, by correlating at least two vehicle variables , the selection of the variables to be correlated taking place in accordance with a status determination of the vehicle sizes and / or if the vehicle sizes meet certain conditions with regard to their time profiles.
  • vehicle variables such as the engine speed, the engine torque, the accelerator pedal position, the gear engaged, the clutch state, the turning behavior of the wheels, the longitudinal acceleration, the road inclination
  • the status determination of the vehicle sizes aims at speed-determined conditions of the vehicle, such as vehicle standing, vehicle is driven, vehicle is in a load-free run (free rolling) or in one Uphill-braking operation (HDC mode of operation) and / or on the continuation of these conditions for a certain period of time, such as a short standstill of the vehicle, a long standstill of the vehicle.
  • speed-determined conditions of the vehicle such as vehicle standing, vehicle is driven, vehicle is in a load-free run (free rolling) or in one Uphill-braking operation (HDC mode of operation) and / or on the continuation of these conditions for a certain period of time, such as a short standstill of the vehicle, a long standstill of the vehicle.
  • a further increase in the reliability of the determination of the direction of travel can be achieved by selecting a strategy for recognizing the direction of travel of the vehicle from at least two different strategies depending on the status of the vehicle sizes, which represents the priority of the direction of travel detection determined from the correlated conditions.
  • the status can be an identification of the respective strategy, a defined sequence of the strategy to be carried out or a prioritization of the respective strategy that is dependent on variable criteria, preferably on the length of time and / or the vehicle state variables.
  • Gear is engaged, determined. If these conditions are met, there is a forward drive when a forward gear (VGang) is engaged and a reverse drive when a reverse gear (RGang) is engaged.
  • VGang forward gear
  • RGang reverse gear
  • the gear engaged is determined via a switch which is actuated when the gear is engaged.
  • the clutch can also be closed via a Switch signal sensed or model-based, via the
  • the driving resistance can simply include the downhill drive or additionally a speed-dependent one
  • Driving resistance vehicle mass *
  • Driving resistance vehicle mass * ⁇ a ⁇ + resistance depending on
  • the direction of travel detection is carried out according to a second or further strategy if at least one of the
  • the second strategy it is determined as an input condition whether the vehicle stands for a certain minimum time (for example 500 ms).
  • the standstill is recognized by carrying out a first comparison of a quantity describing the speed of the vehicle (VFzg) and a characteristic threshold value (FzgS) for the quantity describing the speed of the vehicle.
  • a second comparison is carried out, a difference, which is formed from a filtered aFilt and an unfiltered longitudinal acceleration signal ( ⁇ ), being compared with a characteristic threshold value aSl for a longitudinal acceleration signal.
  • ⁇ unfiltered longitudinal acceleration signal
  • the second comparison it is determined whether the longitudinal acceleration signal lies in a defined band, ie is essentially stationary, that is, low-pass filtered and unfiltered signals differ from one another by no more than a threshold value (eg 0.015 g) for a certain time (eg 500 ms). Based on these two comparisons, preferably if the condition VFzg ⁇ VFzgS is fulfilled and the condition ⁇ a S was previously fulfilled over a predefined time, the vehicle is started up or rolled on using a third comparison.
  • a threshold value eg 0.015 g
  • the wheels turn also indicate that the vehicle is starting or coasting, by exceeding a speed threshold VFzgS of the vehicle speed VFzgS, the start detection is confirmed, otherwise the vehicle will move forward when the vehicle is in forward gear Forward driving direction) and with reverse gear engaged (reverse gear) on reverse driving (reverse driving direction), since there is no better knowledge.
  • the vehicle speed is from the Derived rotational behavior of the wheels.
  • the direction of travel detection of the vehicle is carried out according to a third strategy.
  • the direction of travel is determined depending on the last lane gradient saved before standstill (condition VFgz ⁇ VFgzS not yet fulfilled). This road gradient is calculated before standstill based on the following direction-dependent relationship:
  • a vehicle acceleration becomes from a quantity describing the wheel speeds
  • This vehicle acceleration is characterized by a characteristic threshold value a (wheel) S for the
  • Wheel speeds of the vehicle determined vehicle acceleration compared in terms of amount and determined the direction of travel from an unfiltered longitudinal acceleration signal a according to the comparison.
  • Influencing the service brake is kept constant or limited (HDC operation) and the model-based brake pressure is> a corresponding threshold value, it is recognized when driving backwards if there is a positive longitudinal acceleration signal for a predetermined minimum time, and when driving for a predetermined minimum time when forward driving is detected negative longitudinal acceleration signal is present.
  • a generic device for detecting the direction of travel of a vehicle is designed in such a way that the device recognizes means for detecting the direction of travel as a function of internal and / or external vehicle variables, such as the accelerator pedal position, the engine speed, the engine torque, the gear engaged, the clutch state, and the rotational behavior of the vehicle Wheels, the longitudinal acceleration, the road inclination, and also evaluation means for correlating at least two variables and for selecting the variables to be correlated according to a status determination of the vehicle sizes and / or if the vehicle sizes meet certain conditions with regard to their time profiles.
  • vehicle variables such as the accelerator pedal position, the engine speed, the engine torque, the gear engaged, the clutch state, and the rotational behavior of the vehicle Wheels, the longitudinal acceleration, the road inclination, and also evaluation means for correlating at least two variables and for selecting the variables to be correlated according to a status determination of the vehicle sizes and / or if the vehicle sizes meet certain conditions with regard to their time profiles.
  • Fig. 1 schematically shows a vehicle in plan view
  • Fig. 2 shows a diagram of the detection of the direction of travel
  • Fig. 3 shows a flow diagram of the first strategy for
  • Fig. 4 shows a flow chart of the second strategy for
  • Fig. 5 shows a flow chart of the third strategy for
  • Fig. 6 is a flowchart of the fourth strategy
  • Fig. 7 shows a flow chart of the state transitions between the
  • Fig. 1 shows schematically a vehicle in plan view in which the invention can be applied.
  • 101 to 104 are the wheels of the vehicle (front left, front right, rear right and rear left), 105, 106 the axles of the vehicle, 111 to 114 each assigned wheel sensors, 121 to 124 each wheel brakes, purple to 114a are signal lines that enter the signals of the wheel sensors 111 to 114 of a controller 130 in the broadest sense.
  • the controller 130 receives input signals from a longitudinal acceleration sensor 115, a clutch switch 116, a gear switch 117 and from the engine control unit 110 and from an accelerator pedal sensor, not shown, if this signal is not generated in the engine control unit based on a model. It generates output signals 131 with which the brakes 121 to 124 can be addressed, for example.
  • the drive torque can also be adjustable by influencing the motor.
  • the direction of travel detection 130 according to FIG. 1 uses the input signals, which are usually in an ABS (Anti-lock braking system) / 4BTCS (4-wheel brake intervention drive slip control system) / HDC vehicle are available:
  • a cruise control function (automatic speed setting) is implemented using the determined direction of travel.
  • the determined direction of travel can, however, also be used for other purposes.
  • the direction of travel is permanently recorded and saved depending on the situation.
  • five procedures are provided for the selection of the five direction of travel detection strategies that are used, which determine the direction of travel of the vehicle in a model as a function of internal and / or external vehicle sizes.
  • FIG. 3 schematically shows the first strategy, which, with a corresponding status determination 710 (FIG. 7), provides for determining the direction of travel via the gear stage.
  • the vehicle travels in the direction corresponding to gear level 310 or 320. If the V gear is determined via the gear switch information, the forward drive 315 or the reverse gear 325 is determined.
  • a waiting time expires in block 430.
  • the vehicle speed VFzg is then compared with a corresponding threshold value VFzgS. If VFzg> VFzgS, the determined direction of travel is confirmed. If the VFgz is below the threshold VFzgS, the direction of travel is determined and confirmed using an auxiliary variable.
  • 450 and 460 it is queried whether the forward gear V gear or reverse gear R gear is engaged. If the V-gear is engaged, the forward drive is confirmed, if the R-gear is engaged, the reverse drive is confirmed.
  • FIG. 5 schematically shows the third strategy, which, with a corresponding status determination 730 (FIG. 7), provides direction of travel detection, which is based on the permanent determination of the road gradient while the vehicle is traveling.
  • Block 510 determines whether or not there is a reverse drive.
  • the road gradient is calculated and saved outside the first or second strategy (i.e. while driving) according to the following relationship:
  • a query is made in block 540 as to whether there is a stored positive slope signal. This is because if reverse travel is determined (block 550), if there is no positive incline signal, the stored negative incline signal is queried in block 560 and, if present, forward travel (block 570) is determined.
  • Longitudinal acceleration signal 630, 635 is detected on forward travel.
  • the case that the motor works against the brake, and thus e.g. in a vehicle with an automatic transmission, the target speed drops below idle speed, can be excluded by minimum thresholds with longitudinal acceleration and / or model brake pressure.
  • a fifth strategy is provided, according to which the direction of travel is maintained, which was determined according to one of the previous strategies in the last cycle, if none of the strategies for direction detection in the current cycle.
  • Figure 7 shows schematically the priorities for status transitions.
  • One of the strategies for detecting the direction of travel of the vehicle is determined depending on the status of the vehicle sizes, which represents the priority of the direction of travel detection determined from the correlated conditions.
  • the status is determined cyclically (loop-by-loop), with one status change per loop.
  • the state transitions are described below: The state transition from the third or the second strategy follows the first strategy if the conditions (according to block 731 or 721)
  • the state transition from the third or second strategy to the fifth strategy takes place if at least one of the conditions for the transition to the first strategy is not met and a comparison result (according to block 732 or 722) from a quantity describing the speed of the vehicle (VFzg) and a characteristic threshold value (VFzgS) for the quantity describing the speed of the vehicle represents a vehicle speed lying above or above the value of the threshold value.
  • the state transition from the third strategy to the second strategy takes place if at least one of the conditions for the transition to the first strategy and the condition for the transition into the fifth strategy is not fulfilled and a comparison result (according to block 733 or 723) from a comparison carried out as a function of a filtered (aFilt) and an unfiltered longitudinal acceleration signal ( ⁇ ) shows a longitudinal acceleration signal lying in a defined band for a certain time.
  • a comparison result (according to block 733 or 723) from a comparison carried out as a function of a filtered (aFilt) and an unfiltered longitudinal acceleration signal ( ⁇ ) shows a longitudinal acceleration signal lying in a defined band for a certain time.
  • Longitudinal acceleration signal (a) is formed and the amount is compared with a characteristic threshold value (aS ⁇ ). The comparison determines whether the conditions
  • Accelerator pedal (FPed) ⁇ threshold value (FPedS) engine torque (MMotor) ⁇ threshold value (MMotorS) clutch open is fulfilled.
  • the state transition from the fourth strategy to the third strategy takes place when the vehicle is not in a downhill driving state in which the vehicle speed is kept constant or limited by influencing the service brake (HDC operation) or a comparison result of a model-based brake pressure with a corresponding threshold value represents a brake pressure below the threshold value (according to block 741) and a comparison result (according to block 742) of a quantity describing the speed of the vehicle (VFzg) and a characteristic threshold value (VFzgS) for the Describing the speed of the vehicle represents a vehicle speed below the threshold.
  • HDC operation service brake
  • VFzg a quantity describing the speed of the vehicle
  • VFzgS characteristic threshold value
  • the state transition from the fourth strategy to the first strategy takes place when the vehicle is not in a downhill driving state in which the vehicle speed is kept constant or limited by influencing the service brake (HDC operation) or a comparison result of a model-based brake pressure with a corresponding brake value represents a brake pressure below the threshold value and a comparison result (according to block 742) of a quantity describing the speed of the vehicle (VFzg) and a characteristic threshold value (VFzgS) of the quantity describing the speed of the vehicle a vehicle speed lying on or above the threshold value and the conditions (according to block 743)
  • the transition from the fifth strategy to the fourth strategy takes place if at least one of the conditions for the transition to the first strategy is not met and if there are the vehicle is in a downhill driving state in which the vehicle speed is kept constant or limited by influencing the service brake (HDC operation) and a comparison result of a model-based brake pressure with a corresponding threshold value represents a brake pressure above the threshold value (block 752).
  • HDC operation service brake
  • the state transition from the fifth strategy to the third strategy takes place if at least one of the conditions for the transition to the first and fourth strategies is not met and a comparison result from a quantity describing the speed of the vehicle (VFzg) and a characteristic threshold value (VFzgS) for the quantity describing the speed of the vehicle represents a vehicle speed below the threshold value (block 753).
  • VFzg quantity describing the speed of the vehicle
  • VFzgS characteristic threshold value
  • FIG. 2 schematically shows an inventive device for recognizing the direction of travel according to the five strategies 1 to 5.
  • 200 is a priority circuit for prioritizing one of the strategies for detecting the direction of travel of the vehicle
  • 240 to 244 are an evaluation means for correlating the input signals.
  • 210-217 are input lines for receiving input signals from the sensors 115-117 and the control device 110. 200 receives the information via 210 that the clutch is closed, via 211 the engine speed Nmotor, via 212 the signals from a timer, via 213 the engine torque MMotor, over 214 the gear information, over 215 the wheel speeds, over 216 the accelerator pedal position and over 217 that
  • Evaluation means 240 receives the gear information over 250, evaluation means 241 over 251 the longitudinal acceleration signal and over 252 the wheel speeds, evaluation means 242 over 254 the wheel speeds and over 253 the Longitudinal acceleration signal, evaluation means 243 over 255 the wheel speeds and over 256 the longitudinal acceleration signal.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Regulating Braking Force (AREA)

Abstract

La présente invention concerne un procédé et un dispositif permettant la reconnaissance du sens de déplacement d'un véhicule, lors de la mise en marche ou du démarrage et/ou du déplacement d'un véhicule dans une descente, notamment avec un système de réglage HDC (Hill Descent Control) qui permet le maintien à une contante ou la limitation de la vitesse du véhicule en pente, grâce à une action sur le frein de service. Selon l'invention, la reconnaissance du sens de déplacement s'effectue en fonction de paramètres internes et/ou externes du véhicule tels que la vitesse de rotation moteur, le couple moteur, la position de pédale d'accélérateur, le rapport sélectionné, l'état d'embrayage, le comportement de rotation des roues, l'accélération longitudinale, l'inclinaison de la trajectoire, grâce à la corrélation entre au moins deux paramètres. La sélection des paramètres à mettre en corrélation s'effectue en fonction d'une détermination de statut des paramètres du véhicule et/ou lorsque les paramètres du véhicule satisfont des conditions données vis-à-vis de leurs variations dans le temps.
PCT/EP2002/000218 2001-01-11 2002-01-11 Procede et dispositif de reconnaissance de sens de deplacement WO2002062640A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE10290366.2T DE10290366B4 (de) 2001-01-11 2002-01-11 Verfahren und Vorrichtung zur Fahrtrichtungserkennung
EP02716654A EP1351844A1 (fr) 2001-01-11 2002-01-11 Procede et dispositif de reconnaissance de sens de deplacement

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10101209.8 2001-01-11
DE10101209 2001-01-11

Publications (1)

Publication Number Publication Date
WO2002062640A1 true WO2002062640A1 (fr) 2002-08-15

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PCT/EP2002/000218 WO2002062640A1 (fr) 2001-01-11 2002-01-11 Procede et dispositif de reconnaissance de sens de deplacement

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EP (1) EP1351844A1 (fr)
DE (1) DE10290366B4 (fr)
WO (1) WO2002062640A1 (fr)

Cited By (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008000597A1 (fr) * 2006-06-29 2008-01-03 Zf Friedrichshafen Ag Procédé et dispositif de détection d'un processus de démarrage passif d'un véhicule automobile
WO2008003530A1 (fr) * 2006-07-03 2008-01-10 Continental Automotive Gmbh Procédé et dispositif de détermination du sens de parcours d'un véhicule
WO2008031837A1 (fr) * 2006-09-12 2008-03-20 Continental Teves Ag & Co. Ohg Procédé de reconnaissance d'un sens de déplacement dans un véhicule automobile
WO2008113533A2 (fr) * 2007-03-17 2008-09-25 Valeo Schalter Und Sensoren Gmbh Procédé de détection d'un inverseur du sens de marche d'un véhicule et module de commande correspondant
WO2009003777A1 (fr) * 2007-06-29 2009-01-08 Continental Teves Ag & Co. Ohg Procédé de détection du sens de déplacement d'un véhicule automobile
FR2920732A1 (fr) * 2007-09-07 2009-03-13 Peugeot Citroen Automobiles Sa Procede de pilotage d'un changement de rapport de vitesses d'un vehicule hybride.
WO2009080157A1 (fr) * 2007-12-20 2009-07-02 Valeo Schalter Und Sensoren Gmbh Procédé et dispositif d'identification du sens de déplacement d'un véhicule
WO2009112166A1 (fr) * 2008-03-13 2009-09-17 Valeo Schalter Und Sensoren Gmbh Procédé de commande d’un système d’aide au stationnement pour véhicules et système d’aide au stationnement
EP2182372A1 (fr) * 2008-11-04 2010-05-05 Ford Global Technologies, LLC Détection de la direction de déplacement d'un véhicule
WO2010051869A1 (fr) * 2008-11-08 2010-05-14 Wabco Gmbh Procédé de détermination d'une direction de déplacement et dispositif de commande pour un système de véhicule
EP1939633A3 (fr) * 2006-12-27 2010-07-14 LuK Lamellen und Kupplungsbau Beteiligungs KG Procédé destiné à la détermination du sens de déplacement d'un véhicule
DE102014214748A1 (de) * 2014-07-28 2016-02-11 Conti Temic Microelectronic Gmbh Verfahren zum Durchführung eines Bremsvorgangs durch einen Bremsas-sistenten eines Kraftfahrzeugs
EP3075616A3 (fr) * 2015-03-27 2016-11-09 Doosan Infracore Co., Ltd. Procédé permettant d'empêcher un retour en arrière d'une machine de construction et appareil à cet effet
CN110121452A (zh) * 2017-01-19 2019-08-13 舍弗勒技术股份两合公司 用于控制具有自动化离合器的车辆的滑行运行的方法
DE102019220118A1 (de) * 2019-12-19 2021-06-24 Continental Automotive Gmbh Verfahren zur Bestimmung der Fahrtrichtung eines Fahrzeugs
DE102019220120A1 (de) * 2019-12-19 2021-06-24 Continental Automotive Gmbh Verfahren zur Bestimmung des Bewegungszustands eines Fahrzeugs
DE102008042642B4 (de) 2008-10-07 2021-12-09 Robert Bosch Gmbh Verfahren und Vorrichtung zum Erkennen des Schleuderns eines Kraftfahrzeug
CN113805210A (zh) * 2021-09-17 2021-12-17 北谷电子有限公司 Tbox定位优化系统、方法、电子设备及存储介质
CN114148334A (zh) * 2021-12-13 2022-03-08 安徽江淮汽车集团股份有限公司 用于自动挡汽车的车速方向检测方法
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DE102005061122B4 (de) 2004-12-27 2022-07-14 Continental Teves Ag & Co. Ohg Verfahren und Vorrichtung zum Steuern einer Bremsanlage eines Kraftfahrzeugs
WO2008000597A1 (fr) * 2006-06-29 2008-01-03 Zf Friedrichshafen Ag Procédé et dispositif de détection d'un processus de démarrage passif d'un véhicule automobile
WO2008003530A1 (fr) * 2006-07-03 2008-01-10 Continental Automotive Gmbh Procédé et dispositif de détermination du sens de parcours d'un véhicule
DE102006030590A1 (de) * 2006-07-03 2008-01-31 Siemens Ag Verfahren und Vorrichtung zur Bestimmung der Fahrtrichtung eines Fahrzeugs
DE102006030590B4 (de) 2006-07-03 2023-11-30 Continental Automotive Technologies GmbH Verfahren und Vorrichtung zur Bestimmung der Fahrtrichtung eines Fahrzeugs
WO2008031837A1 (fr) * 2006-09-12 2008-03-20 Continental Teves Ag & Co. Ohg Procédé de reconnaissance d'un sens de déplacement dans un véhicule automobile
US8095277B2 (en) 2006-09-12 2012-01-10 Continental Teves AG & Co. OMG Method for determining a direction of travel in a motor vehicle
EP1939633A3 (fr) * 2006-12-27 2010-07-14 LuK Lamellen und Kupplungsbau Beteiligungs KG Procédé destiné à la détermination du sens de déplacement d'un véhicule
WO2008113533A2 (fr) * 2007-03-17 2008-09-25 Valeo Schalter Und Sensoren Gmbh Procédé de détection d'un inverseur du sens de marche d'un véhicule et module de commande correspondant
WO2009003777A1 (fr) * 2007-06-29 2009-01-08 Continental Teves Ag & Co. Ohg Procédé de détection du sens de déplacement d'un véhicule automobile
US8370024B2 (en) 2007-06-29 2013-02-05 Continental Teves Ag & Co. Ohg Method for detecting the direction of travel of a motor vehicle
FR2920732A1 (fr) * 2007-09-07 2009-03-13 Peugeot Citroen Automobiles Sa Procede de pilotage d'un changement de rapport de vitesses d'un vehicule hybride.
WO2009080157A1 (fr) * 2007-12-20 2009-07-02 Valeo Schalter Und Sensoren Gmbh Procédé et dispositif d'identification du sens de déplacement d'un véhicule
WO2009112166A1 (fr) * 2008-03-13 2009-09-17 Valeo Schalter Und Sensoren Gmbh Procédé de commande d’un système d’aide au stationnement pour véhicules et système d’aide au stationnement
WO2008113533A3 (fr) * 2008-07-09 2008-11-20 Valeo Schalter & Sensoren Gmbh Procédé de détection d'un inverseur du sens de marche d'un véhicule et module de commande correspondant
DE102008042642B4 (de) 2008-10-07 2021-12-09 Robert Bosch Gmbh Verfahren und Vorrichtung zum Erkennen des Schleuderns eines Kraftfahrzeug
EP2182372A1 (fr) * 2008-11-04 2010-05-05 Ford Global Technologies, LLC Détection de la direction de déplacement d'un véhicule
CN101738490B (zh) * 2008-11-04 2014-05-28 沃尔沃汽车公司 一种检测车辆行驶方向的方法
CN101738490A (zh) * 2008-11-04 2010-06-16 福特全球技术公司 一种检测车辆行驶方向的方法
WO2010051869A1 (fr) * 2008-11-08 2010-05-14 Wabco Gmbh Procédé de détermination d'une direction de déplacement et dispositif de commande pour un système de véhicule
DE102014214748A1 (de) * 2014-07-28 2016-02-11 Conti Temic Microelectronic Gmbh Verfahren zum Durchführung eines Bremsvorgangs durch einen Bremsas-sistenten eines Kraftfahrzeugs
US10189455B2 (en) 2014-07-28 2019-01-29 Conti Temic Microelectronic Gmbh Method for performing a braking maneuver using a vehicle braking assistant
EP3075616A3 (fr) * 2015-03-27 2016-11-09 Doosan Infracore Co., Ltd. Procédé permettant d'empêcher un retour en arrière d'une machine de construction et appareil à cet effet
CN110121452A (zh) * 2017-01-19 2019-08-13 舍弗勒技术股份两合公司 用于控制具有自动化离合器的车辆的滑行运行的方法
CN110121452B (zh) * 2017-01-19 2022-07-22 舍弗勒技术股份两合公司 用于控制具有自动化离合器的车辆的滑行运行的方法
DE102019220120A1 (de) * 2019-12-19 2021-06-24 Continental Automotive Gmbh Verfahren zur Bestimmung des Bewegungszustands eines Fahrzeugs
US11782070B2 (en) 2019-12-19 2023-10-10 Continental Automotive Gmbh Method for determining the direction of travel of a vehicle
DE102019220118A1 (de) * 2019-12-19 2021-06-24 Continental Automotive Gmbh Verfahren zur Bestimmung der Fahrtrichtung eines Fahrzeugs
CN113805210A (zh) * 2021-09-17 2021-12-17 北谷电子有限公司 Tbox定位优化系统、方法、电子设备及存储介质
CN114148334A (zh) * 2021-12-13 2022-03-08 安徽江淮汽车集团股份有限公司 用于自动挡汽车的车速方向检测方法
CN114148334B (zh) * 2021-12-13 2024-04-19 安徽江淮汽车集团股份有限公司 用于自动挡汽车的车速方向检测方法

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