WO2007144297A1 - Procédé de commande d'un mode de manœuvre d'un véhicule automobile - Google Patents

Procédé de commande d'un mode de manœuvre d'un véhicule automobile Download PDF

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Publication number
WO2007144297A1
WO2007144297A1 PCT/EP2007/055565 EP2007055565W WO2007144297A1 WO 2007144297 A1 WO2007144297 A1 WO 2007144297A1 EP 2007055565 W EP2007055565 W EP 2007055565W WO 2007144297 A1 WO2007144297 A1 WO 2007144297A1
Authority
WO
WIPO (PCT)
Prior art keywords
speed
vehicle
clutch
accelerator pedal
determined
Prior art date
Application number
PCT/EP2007/055565
Other languages
German (de)
English (en)
Inventor
Karl-Fritz Heinzelmann
Original Assignee
Zf Friedrichshafen Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO2007144297A1 publication Critical patent/WO2007144297A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18063—Creeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0604—Throttle position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed

Definitions

  • the invention relates to a method for controlling a maneuvering mode of a motor vehicle according to the preamble of patent claim 1.
  • heavy commercial vehicles it is known that they have an automated transmission and an automatically operable dry friction clutch.
  • the torque to be transmitted by this clutch is adjusted by means of an actuator by changing the contact pressure on a clutch pressure plate.
  • the Aktuafor is controlled by a vehicle control device, in the input as different, for example, detected by sensors actual operating conditions or specified by the driver target operating conditions are entered.
  • the latter can also include the angle of the driver-actuated accelerator pedal,
  • the self-adjusting driving speed is ultimately also dependent on clutch tolerances, the current driving resistance, varying coefficients of friction on the clutch, the Kraftveriauf in the clutch control, etc., which makes the maneuvering maneuver for Augusten driver difficult because of the same accelerator pedal angle depending on the above set external conditions different driving speeds.
  • the invention has the object to provide a control method for the shunting mode of a motor vehicle, by which a maneuvering maneuver for the driver is simplified.
  • the actual desired driving speeds are always generated during shunting operation with identical accelerator pedal truck shackles.
  • the invention is based on the finding that the advantages of a slip control when maneuvering would have to be used if it was ge ⁇ Lingen, to avoid the associated, above-mentioned disadvantages of a dependent on different operating conditions driving speed.
  • the invention is based on a method for controlling a maneuvering mode of a motor vehicle with an automated clutch arranged between a drive motor and a manual transmission, as well as with a vehicle control device, by means of which the actuation of the clutch is controlled, and which via a sensor line with a Steliwin
  • the accelerator pedal angle is detected by the vehicle control device, that an associated steady-state driving speed is determined by means of a characteristic curve stored in the control device relative to the ascertained accelerator pedal angle, and that the degree of engagement the clutch is adjusted so that this target vehicle speed is reached by the vehicle.
  • the accelerator pedal angle there is no direct relationship between the accelerator pedal angle and the engagement level of the clutch, but only between the accelerator pedal angle and the vehicle speed.
  • the nominal vehicle speed predetermined by the accelerator pedal angle is regulated by varying the degree of engagement of the clutch under different operating conditions. For the driver, this results in a considerable ease when maneuvering, as a certain pedal angle is assigned to a certain pedal angle, regardless of the operating conditions, a certain driving speed.
  • the required drive motor torque is set by a speed control of the drive motor.
  • a predetermined shunting engine speed is maintained by a speed control of the drive motor.
  • a predetermined shunting engine speed such as, for example, the idling speed of the drive motor or a speed lying above it by a certain amount, can be adjusted via a speed controller associated with the drive motor. In this way, the torque required to maintain the driving speed given by the accelerator pedal angle is provided in each case.
  • the engine speed for the speed control of the vehicle during shunting can be included.
  • a characteristic curve is stored in the control device, which assigns each accelerator pedal angle to a specific desired driving speed which is achieved via the engagement degree of the clutch on the one hand and via a matched engine speed on the other hand such that the respective combinations of engagement degree and engine rotational speed desired desired driving speed sets.
  • the travel speed which is required as an input variable for the vehicle control device, is determined by means of a rotational speed sensor arranged on a shaft of the transmission.
  • the speed sensor may for example be provided on an input shaft of the transmission, since the speed! this Beforesweiie in conjunction with the currently used gear or its translation is a measure of the driving speed
  • the speed sensor can be arranged on the output shaft of the transmission, which forms a direct measure of the driving speed independently of the transmission transmission.
  • the transmission is equipped with a countershaft, can also be provided that the vehicle speed by means of a arranged on the countershaft speed sensor or by means of a speed sensor a driven by the countershaft gear is determined.
  • the speed of the Vorgelegebweile or driven by this gear results in knowledge of the used ratio also a measure of the driving speed.
  • a particularly simple determination of the driving speed without the use of separate speed sensors allows the existing in any vehicle vehicle tachometer from which a vehicle speed representing réellesignai can be entered into the vehicle control device.
  • Fig. 1 shows schematically a vehicle control device and a stored therein characteristic of the vehicle speed over the pedal angle
  • FIG. 2 schematically shows a manual transmission with several associated rotary tooth sensors.
  • FIG. 1 shows a vehicle control device 2 which, in addition to other control functions for the operation of the vehicle, also controls the automated clutch, that is to say the actuator for the engagement or disengagement movement of the automated clutch.
  • the vehicle control device 2 is connected via a sensor line to an adjusting angle sensor 22, the measured values of which represent the driver's current deflection angle ⁇ of the accelerator pedal 4.
  • the vehicle control device 2 receives signals from at- Track-wise gearbox-associated speed sensors 6, which represent a measure of the current driving speed of the vehicle.
  • a characteristic K is stored, which assigns each accelerator pedal angle ⁇ to a specific desired vehicle speed v.
  • the actual driving speed is set by the engagement degree of the clutch.
  • a degree of engagement of the clutch is regulated, which ensures the achievement of the desired driving speed v associated with the respective driving pedal angle ⁇ ,
  • the setpoint driving speed v assigned to a determined accelerator pedal angle ⁇ can also be set via the engagement level of the clutch and a matched engine speed according to another embodiment of the invention.
  • Fig. 2 shows schematically a transmission 8 with a usedswelie 10, an output shaft 12 and a countershaft 14, wherein the output shaft 12 is rotatably mounted coaxially with its near-motor axial end in a Hohiwellenabmale the input shaft 10.
  • gear wheels are fixed in a known manner, which mesh with associated idler gears on the input shaft 10 and the output shaft 12.
  • the actual speed of the vehicle can be determined, for example, via a speed sensor 16 assigned to the input shaft 10, wherein in the event that a maneuvering operation with different transmission gears is possible, the current transmission gear of the control device 2 is made known. The same applies to the case where the speed from a signa! a speed sensor 18 is derived, softer the countershaft 14 and one of these countershaft 14 driven gear is assigned.
  • a particularly simple solution provides that the actual driving speed is derived from a signal of an output shaft 12 associated with the speed sensor 20, since the speed of Ausga ⁇ gswelle 12 always forms a fixed ratio to the vehicle speed, so that the current gear is irrelevant

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un procédé de commande d'un mode de manœuvre d'un véhicule automobile comprenant un accouplement automatisé disposé entre un moteur d'entraînement et une boîte de vitesses, ainsi qu'un dispositif de commande de véhicule (2), au moyen duquel l'actionnement de l'embrayage peut être commandé, et qui est connecté par le biais d'une ligne de capteur à un capteur de position angulaire (22) sur une pédale d'accélérateur (4). Afin de garantir que pendant le mode de manœuvre, les vitesses de conduites souhaitées soient toujours produites même pendant le mode de manœuvre avec des angles de déviation identiques (a) de la pédale d'accélérateur, l'angle de la pédale d'accélérateur (a) est détecté selon l'invention par le dispositif de commande du véhicule (2) et une vitesse de conduite de consigne (v) associée est déterminée au moyen d'une caractéristique (K) relative à l'angle de la pédale d'accélérateur (a) détecté, enregistrée dans le dispositif de commande (2). De plus, le degré d'embrayage de l'embrayage est ajusté de telle sorte que l'on obtienne cette vitesse de conduite de consigne (v) du véhicule.
PCT/EP2007/055565 2006-06-16 2007-06-06 Procédé de commande d'un mode de manœuvre d'un véhicule automobile WO2007144297A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102006027866.6 2006-06-16
DE102006027866A DE102006027866A1 (de) 2006-06-16 2006-06-16 Verfahren zum Steuern eines Rangiermodus eines Kraftfahrzeuges

Publications (1)

Publication Number Publication Date
WO2007144297A1 true WO2007144297A1 (fr) 2007-12-21

Family

ID=38421770

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2007/055565 WO2007144297A1 (fr) 2006-06-16 2007-06-06 Procédé de commande d'un mode de manœuvre d'un véhicule automobile

Country Status (2)

Country Link
DE (1) DE102006027866A1 (fr)
WO (1) WO2007144297A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110103964A (zh) * 2019-04-18 2019-08-09 浙江吉利控股集团有限公司 轮端驱动扭矩控制方法、装置及设备

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3310633B1 (fr) 2015-06-17 2019-01-16 Volvo Truck Corporation Système de régulation de vitesse de véhicule
DE102016008700A1 (de) 2016-07-16 2017-02-09 Daimler Ag Verfahren zum Betrieb eines Fahrzeugs

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3334723A1 (de) * 1983-09-26 1985-04-11 Wabco Westinghouse Fahrzeug Einrichtung zur steuerung eines motors und/oder einer automatisierten kupplung von kraftfahrzeugen
JPS61238535A (ja) * 1985-04-13 1986-10-23 Toyoda Autom Loom Works Ltd 産業車両の荷役操作における速度制御装置
JPH06247190A (ja) * 1993-02-26 1994-09-06 Komatsu Forklift Co Ltd 産業車両の荷役及び走行制御装置
US5681242A (en) * 1995-03-08 1997-10-28 Eaton Corporation Selectable enhanced creep control mode for automated clutch and vehicular automated mechanical transmission system utilizing same
DE10016582A1 (de) * 2000-04-04 2001-10-11 Zahnradfabrik Friedrichshafen Rangiermodus bei Fahrzeugen mit automatisierter Kupplung
JP2005280391A (ja) * 2004-03-26 2005-10-13 Komatsu Ltd 作業車両の車速制御装置
WO2007030042A1 (fr) * 2005-09-08 2007-03-15 Volvo Lastvagnar Ab Procede et dispositif de commande d'un embrayage dans un vehicule

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3334723A1 (de) * 1983-09-26 1985-04-11 Wabco Westinghouse Fahrzeug Einrichtung zur steuerung eines motors und/oder einer automatisierten kupplung von kraftfahrzeugen
JPS61238535A (ja) * 1985-04-13 1986-10-23 Toyoda Autom Loom Works Ltd 産業車両の荷役操作における速度制御装置
JPH06247190A (ja) * 1993-02-26 1994-09-06 Komatsu Forklift Co Ltd 産業車両の荷役及び走行制御装置
US5681242A (en) * 1995-03-08 1997-10-28 Eaton Corporation Selectable enhanced creep control mode for automated clutch and vehicular automated mechanical transmission system utilizing same
DE10016582A1 (de) * 2000-04-04 2001-10-11 Zahnradfabrik Friedrichshafen Rangiermodus bei Fahrzeugen mit automatisierter Kupplung
JP2005280391A (ja) * 2004-03-26 2005-10-13 Komatsu Ltd 作業車両の車速制御装置
WO2007030042A1 (fr) * 2005-09-08 2007-03-15 Volvo Lastvagnar Ab Procede et dispositif de commande d'un embrayage dans un vehicule

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110103964A (zh) * 2019-04-18 2019-08-09 浙江吉利控股集团有限公司 轮端驱动扭矩控制方法、装置及设备
CN110103964B (zh) * 2019-04-18 2020-11-27 浙江吉利控股集团有限公司 轮端驱动扭矩控制方法、装置及设备

Also Published As

Publication number Publication date
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