WO2007068571A1 - Procédé et dispositif pour déterminer un coefficient de frottement maximal sur une roue d'un véhicule à l'arrêt - Google Patents

Procédé et dispositif pour déterminer un coefficient de frottement maximal sur une roue d'un véhicule à l'arrêt Download PDF

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Publication number
WO2007068571A1
WO2007068571A1 PCT/EP2006/068917 EP2006068917W WO2007068571A1 WO 2007068571 A1 WO2007068571 A1 WO 2007068571A1 EP 2006068917 W EP2006068917 W EP 2006068917W WO 2007068571 A1 WO2007068571 A1 WO 2007068571A1
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WO
WIPO (PCT)
Prior art keywords
wheel
vehicle
friction
braked
coefficient
Prior art date
Application number
PCT/EP2006/068917
Other languages
German (de)
English (en)
Inventor
Damiano Molfetta
Original Assignee
Siemens Aktiengesellschaft
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 Siemens Aktiengesellschaft filed Critical Siemens Aktiengesellschaft
Publication of WO2007068571A1 publication Critical patent/WO2007068571A1/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
    • 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
    • B60T2201/06—Hill holder; Start aid systems on inclined road
    • 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
    • B60T2210/00—Detection or estimation of road or environment conditions; Detection or estimation of road shapes
    • B60T2210/10—Detection or estimation of road conditions
    • B60T2210/12—Friction

Definitions

  • the invention relates to a method and a device for determining a maximum coefficient of friction on at least one wheel to be braked a stationary vehicle according to the preamble of independent claims 1 and 7.
  • a wheel to be braked can not be braked as individually as it would be useful due to its actual coefficient of friction.
  • the holding force of the wheel can be optimized by adding a corresponding adhesive reserve. This is interesting for example in vehicles that are located on parking spaces, the slope may change, for. B. in a duplex garage, on a ferry in heavy waves, etc.
  • measuring systems or methods are known with which the static or rolling friction of a wheel is determined when the vehicle is moving on its lane. This happens, for example, by detecting the braking torque and the slip when the wheels or the vehicle is in motion. In a stationary vehicle, however, the known method for determining a coefficient of friction is not applicable.
  • the invention is based on the object to determine a maximum coefficient of friction for a wheel to be braked a vehicle, the vehicle is on a slope or downhill and should not roll away. This object is achieved with the characterizing features of the independent claims 1 and 7.
  • Braking forces must be transmitted to the individual wheels. This applies in particular to a vehicle that is parked on a steeper slope or downhill slope and thereby has to be braked safely so that an undesired rolling away is prevented with certainty.
  • the braking force can be distributed individually to the individual wheels according to the friction coefficient actually occurring. Therefore, according to the invention, the wheel is only braked to a maximum extent, as permitted by the determined coefficient of friction. A wheel that has a low coefficient of friction and thus can absorb only low holding forces, therefore need only be slowed down less.
  • the program-controlled computing unit determines a minimum braking force with the aid of the algorithm and the determined maximum coefficient of friction for the corresponding wheel.
  • Motion sensor used which is already present on the vehicle.
  • a modern vehicle is equipped with a plurality of motion sensors with which the standstill of a wheel or of the vehicle can be determined.
  • a motion sensor for example, a wheel sensor, a
  • Acceleration sensor a rotation rate sensor, a parking sensor or the like.
  • control devices for vehicle dynamics for example an ABS (antilock brake system) or ESP system (electronic stability program) can be used to determine the stoppage of the vehicle.
  • FIG. 1 shows in a simplified representation a block diagram of an inventive device for determining a coefficient of friction on a wheel of the vehicle
  • FIG. 2 shows a diagram with an inclined plane which has a pitch angle ⁇
  • FIG. 3 shows a first flow chart with a test run A
  • FIG. 4 shows a second flowchart with a test run
  • FIG. 1 shows a schematic representation of a device 10 according to the invention, with which a braking force can be determined taking into account a coefficient of friction between a wheel to be braked of a vehicle and its ground.
  • the device 10 evaluation device
  • the device 10 has a program-controlled computing unit 1, a memory 2 and an interface 3.
  • the control program for the arithmetic unit 1 is stored in the memory 2.
  • the control program contains an algorithm with which the method for determining the braking force is controlled. The algorithm will be explained later essentially with reference to FIGS. 3 and 4.
  • the evaluation device 10 is connected on the input side with one or more motion sensors 6 to 9. This may be, for example, an acceleration sensor 6, a yaw rate sensor 7, a wheel sensor 8, a parking sensor 9 and the like. Furthermore, the evaluation device 10 may be connected to an ABS system and / or an ESP system. On the basis of the signals sent by the motion sensors 6 to 9, the evaluation device 10 first determines a standstill of the vehicle, for example a car, bus or the like, and then activates if appropriate, the determination of the coefficient of friction or the braking force on at least one wheel of the vehicle to be braked.
  • a standstill of the vehicle for example a car, bus or the like
  • Brake system is applied and acts on the brake caliper, is designed to the maximum actuating force of a servomotor, even if this force is not always required in full. This increases the wear on the moving or the braking force receiving components, so that they must be more strongly dimensioned.
  • a maximum coefficient of friction is first individually determined for each wheel to be braked and, for example, a corresponding one
  • Braking force derived for a wheel to be braked, with the wheel brake is actuated.
  • the braking force is determined as a minimum braking force as a function of a maximum possible coefficient of friction, which acts between the wheel and its base and builds up a corresponding frictional force or holding force on the gradient or gradient.
  • the maximum friction value or a maximum holding force is achieved when the brake is released continuously during a test run until the vehicle moves slightly downhill. Blocking a wheel, it means that the coefficient of friction between this wheel and its surface less than at the still rotating wheels. The blocking wheel has then reached its maximum holding force according to its maximum coefficient of friction.
  • the method works automatically and can alternatively be started by the driver of the vehicle, for example by pressing a button.
  • the program for determining the coefficient of friction can be aborted, for example, by actuation of the service brake by the driver or automatically, in particular when a dangerous situation occurs.
  • Braking force can remain very low, this method is essentially applied to gradients or slopes where an accidental rolling of the vehicle for safety reasons must be prevented. Another prerequisite for the application of the method according to the invention is that the vehicle is at a standstill. The determination of the coefficient of friction and in particular the braking force is therefore carried out on a stationary vehicle. In order to be able to use the braking force optimally, furthermore, a distribution of the wheel loads of the vehicle must be known and each wheel must be individually brakable.
  • the determined coefficient of friction can be used not only to determine the braking force but also for other vehicle functions.
  • a maximum vehicle weight or a maximum payload for a certain gradient distance can be calculated.
  • the maximum pitch angle for a travel path can be specified.
  • the embodiment relates to a vehicle with four wheels to be braked with the parking brake. For more or fewer wheels, the algorithm must be adjusted accordingly.
  • the method for determining the braking forces is based on first tightening the service brake or alternatively the parking brake and then releasing it continuously until the vehicle moves. Blocking a wheel, then that is an indication that this wheel is the coefficient of friction is less than on a rolling wheel. It is doing only a minimal taxiway, for example, only a few centimeters are needed.
  • At least one signal from one of the connected motion sensors 6 to 9 is evaluated.
  • the coefficient of friction and / or the braking force for the relevant wheel is calculated.
  • the test run is run at least once for each wheel to determine the coefficients of friction or braking forces on all wheels to be braked.
  • FIG. 2 shows a diagram with an inclined plane, which is modeled on a slope or slope distance.
  • two wheels 11 are shown, which are mounted on two correspondingly arranged axles of the vehicle.
  • the slope of the inclined plane has the pitch angle ⁇ , which acts on the vehicle.
  • the vehicle has the vehicle weight G with the two components Gl or G2, which is distributed to the two axes of the wheels 11 and the two wheels left and right of the two axis and the Normal forces Ni and N 2 generated.
  • the friction or holding force of the four wheels F Bp i, F Bp 2, F B p3, F B p4 is thus required. Due to the physical relationships thus results for the holding force:
  • the pitch angle ⁇ is> 0 and the normal forces N 1 correspond to the normal forces Ni, N 2 , N 3 and N 4 corresponding to the vehicle weight force G.
  • the holding condition (2) can be derived therefrom:
  • a method for calculating the weight distribution J 1 is known for example from DE 19603430 Al.
  • the weight force distribution J 1 can be calculated when the vehicle is in the plane, ie, the pitch angle ⁇ is 0.
  • the weight distribution is determined by means of a yaw rate sensor by evaluating the pitching motion of the motor vehicle.
  • the axle loads and / or the wheel contact forces of the vehicle can be calculated from the sensor signals.
  • a control computer the
  • Axle load distribution in the plane still has to be converted for the vehicle, which according to the invention is located on the inclined ground.
  • the background has the pitch angle ⁇ .
  • the pitch angle ⁇ is measured by a pitch angle sensor 4, with which the device according to the invention is also connected.
  • the program is started with a test run A, as shown in Figure 3.
  • the service brake or alternatively the parking brake fully actuated and then reduced in proportion to the wheel load, the braking force continuously on all wheel brakes.
  • position 22 it is checked whether inequality (3) is fulfilled for all wheels. If this is the case, then it is determined that the vehicle is not moving with "yes" in position 23.
  • position 24 it is checked whether the minimum braking force with which the vehicle is just to be kept on the slope has been reached. If this is not the case, then the program jumps back to position 21 with "no".
  • "yes" is started at position 28 with the test run B2, as will be explained in more detail later in accordance with FIG.
  • the query in position 22 has been decided as "no", ie the inequality (3) is not fulfilled for all wheels, then according to position 25 it means that the vehicle rolls or the wheel on which the inequality (3) does not roll In this case, the friction value of the locked wheel is calculated in position 26, as will be shown later with equation 6.
  • the maximum holding force of the wheel or a minimum braking force to be applied can be determined 27 is started with the test run B1 Before each test run, the braking force is initialized, ie, the braking force is increased in proportion to the load distribution to all wheels to keep the vehicle safe on the uphill or downhill.
  • test run B (1/2) is first explained in more detail in accordance with FIG.
  • the program starts in position 40.
  • a wheel to be tested is selected during test run B (1/2), where the braking force is increased.
  • the braking force is reduced at the other three wheels.
  • Sum of the braking forces remains constant and corresponds to the minimum braking force of the individual wheels for the slope.
  • the braking force distribution is proportional to the wheel load.
  • Position 41 a test wheel i selected.
  • the braking force is continuously increased on the test wheel i.
  • the braking force is reduced on the remaining three wheels i according to position 43.
  • position 44 the program is over or it starts again in position 40.
  • test run B (1/2) distinguishes two cases Bl and B2. These two cases Bl, B2 are shown in the flow chart of Figure 3 and are explained in more detail below.
  • Equation (10a) and (10b) the test continued analogous to the case B2 in position 31.
  • the test procedure until the end of the program in position 37 is the same as that described above for the case B2, so that a repetition does not appear necessary.
  • test run A begins. While the braking forces are continuously reduced to a minimum and the braking force distribution remains proportional, the validity of inequality 3 on all wheels is checked (position 22). If the vehicle begins to move, which is caused for example by a motion sensor, Speed sensor, vehicle dynamics acceleration sensor or the like is signaled, then it is determined with the help of the speed sensors, which wheel blocked. In the case of the blocked wheel, the inequality (3) is no longer satisfied, that is to say for the coefficient of friction:
  • Friction force or holding force on this wheel from the known variables are calculated.
  • the coefficient of friction ⁇ the conditions of equations (4) and (5) apply:
  • test run A is completed when a blocked wheel was detected and its maximum coefficient of friction or the maximum holding force has been calculated or if in test run A the braking force has been reduced to a minimum, with which the vehicle is just kept on the slope, and the vehicle has not moved (see Fig. 3, position 24). Then continue with the test run B corresponding to the positions 27 and 28 respectively.
  • the two different cases result:
  • Case B2 It did not lock a wheel in Test Run A and Case Bl: It blocked a wheel.
  • the holding condition (2) still retains its validity.
  • the wheel to be tested is indexed with i.
  • the holding condition can thus be reshaped to the following form:
  • test runs A, B can be interrupted automatically and / or manually if a
  • Abbruch signal is generated by a motion sensor, distance sensor or by the driver himself.
  • the termination of the test run can be interrupted upon actuation of the service brake.
  • the test run A, B (1/2) is started automatically and / or manually.
  • the test run must be repeated four times in a vehicle with four wheels, namely for each wheel is a test run.
  • the motion sensor must detect a movement of the vehicle four times. Since only a few centimeters of driving distance are required to detect a movement of the vehicle, it is possible, for example, to monitor from a distance sensor whether the range of motion for the vehicle to a possible obstacle is still free.
  • a signal can be generated from the determined coefficients of friction which gives the driver of the vehicle an appropriate indication.
  • the coefficients of friction are sufficiently high, there is a certain reserve of unbraked mass. This reserve can be used for additional loading of the vehicle.
  • a corresponding information can be output to the driver, which indicates how high his maximum payload can be at a given pitch angle, or what reserves his vehicle still has.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)

Abstract

Le problème d'un véhicule équipé d'un frein de stationnement à commande électrique est que lorsque ce véhicule est à l'arrêt ou en stationnement, une roue à freiner (11) ne peut être freinée aussi individuellement qu'il serait nécessaire du fait de sa faible adhérence effective. Par exemple, lorsque la roue (11) est bloquée sur une voie glissante en montée ou en descente (12) en raison de sa faible adhérence, cette roue ne peut apporter aucune contribution sensible au maintien du véhicule. Selon la présente invention, un coefficient de frottement maximal entre la roue (11) et le sol est déterminé pour au moins une roue à freiner (11) lorsqu'un véhicule est à l'arrêt. Pour déterminer ce coefficient de frottement maximal, le frein de service ou le frein de stationnement est d'abord serré puis desserré en continu, jusqu'à ce que la roue à freiner (11) ou le véhicule se mette en mouvement.
PCT/EP2006/068917 2005-12-15 2006-11-27 Procédé et dispositif pour déterminer un coefficient de frottement maximal sur une roue d'un véhicule à l'arrêt WO2007068571A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005060023.9 2005-12-15
DE200510060023 DE102005060023A1 (de) 2005-12-15 2005-12-15 Verfahren und Vorrichtung zur Ermittlung eines maximalen Reibwertes an einem Rad eines stehenden Fahrzeugs

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WO2007068571A1 true WO2007068571A1 (fr) 2007-06-21

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008138668A1 (fr) * 2007-05-14 2008-11-20 Robert Bosch Gmbh Frein de stationnement automatique à régulateur de glissement
DE102014002817A1 (de) * 2014-02-26 2015-09-10 Audi Ag Verfahren und Vorrichtung zur Betätigung einer Bremseinrichtung eines ein Automatikgetriebe aufweisenden Antriebsstranges eines Fahrzeugs, insbesondere eines Kraftfahrzeugs
CN111683844A (zh) * 2017-12-29 2020-09-18 Zf主动安全美国股份公司 非对称摩擦系数斜坡上的牵引力控制倒溜减轻

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007030780A1 (de) 2007-07-03 2009-01-08 Continental Automotive Gmbh Verfahren und Anordnung zum fahrbahnspezifischen Feststellbremsen eines Fahrzeuges
DE102014225831A1 (de) * 2014-12-15 2016-06-16 Continental Teves Ag & Co. Ohg Bewegungserkennung eines geparkten Fahrzeuges
DE102017205892A1 (de) * 2017-04-06 2018-10-11 Bayerische Motoren Werke Aktiengesellschaft Bremsregelungssystem für Kraftfahrzeuge
CN113696866B (zh) * 2021-09-29 2022-05-17 中车大连机车研究所有限公司 一种长大下坡场景下重载机车自动驾驶空气制动运用方法

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Publication number Priority date Publication date Assignee Title
DE19941482A1 (de) * 1998-09-30 2000-04-06 Bosch Gmbh Robert Vorrichtung und Verfahren zur Verhinderung des Rückwärtsrollens eines an einem Hang befindlichen Fahrzeuges
DE19950028A1 (de) * 1999-10-09 2001-04-12 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung eines Fahrzeugs
DE10351026B3 (de) * 2003-10-31 2005-06-30 Lucas Automotive Gmbh Verfahren zum Stabilisieren eines in Stillstand abgebremsten Kraftfahrzeugs und Bremssystem zum Ausführen des Verfahrens
DE102004060255A1 (de) * 2003-12-17 2005-07-28 Continental Teves Ag & Co. Ohg Verfahren zur Verhinderung des Wegrollens eines Fahrzeugs
DE102004003886A1 (de) * 2004-01-27 2005-08-11 Bayerische Motoren Werke Ag Verfahren zum Bemessen der Bremskraft an den lenkbaren Vorderrädern eines im wesentlichen stillstehenden Kraftfahrzeugs

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19941482A1 (de) * 1998-09-30 2000-04-06 Bosch Gmbh Robert Vorrichtung und Verfahren zur Verhinderung des Rückwärtsrollens eines an einem Hang befindlichen Fahrzeuges
DE19950028A1 (de) * 1999-10-09 2001-04-12 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung eines Fahrzeugs
DE10351026B3 (de) * 2003-10-31 2005-06-30 Lucas Automotive Gmbh Verfahren zum Stabilisieren eines in Stillstand abgebremsten Kraftfahrzeugs und Bremssystem zum Ausführen des Verfahrens
DE102004060255A1 (de) * 2003-12-17 2005-07-28 Continental Teves Ag & Co. Ohg Verfahren zur Verhinderung des Wegrollens eines Fahrzeugs
DE102004003886A1 (de) * 2004-01-27 2005-08-11 Bayerische Motoren Werke Ag Verfahren zum Bemessen der Bremskraft an den lenkbaren Vorderrädern eines im wesentlichen stillstehenden Kraftfahrzeugs

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008138668A1 (fr) * 2007-05-14 2008-11-20 Robert Bosch Gmbh Frein de stationnement automatique à régulateur de glissement
EP2162328B1 (fr) 2007-05-14 2018-10-31 Robert Bosch GmbH Frein de stationnement automatique à régulateur de glissement
DE102014002817A1 (de) * 2014-02-26 2015-09-10 Audi Ag Verfahren und Vorrichtung zur Betätigung einer Bremseinrichtung eines ein Automatikgetriebe aufweisenden Antriebsstranges eines Fahrzeugs, insbesondere eines Kraftfahrzeugs
CN111683844A (zh) * 2017-12-29 2020-09-18 Zf主动安全美国股份公司 非对称摩擦系数斜坡上的牵引力控制倒溜减轻
CN111683844B (zh) * 2017-12-29 2023-06-23 Zf主动安全美国股份公司 非对称摩擦系数斜坡上的牵引力控制倒溜减轻

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