WO2008141859A2 - Procédé et dispositif de sélection d'états de fonctionnement lors d'une gestion de véhicule dynamique dépendant de la position et de la situation - Google Patents

Procédé et dispositif de sélection d'états de fonctionnement lors d'une gestion de véhicule dynamique dépendant de la position et de la situation Download PDF

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Publication number
WO2008141859A2
WO2008141859A2 PCT/EP2008/054081 EP2008054081W WO2008141859A2 WO 2008141859 A2 WO2008141859 A2 WO 2008141859A2 EP 2008054081 W EP2008054081 W EP 2008054081W WO 2008141859 A2 WO2008141859 A2 WO 2008141859A2
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WO
WIPO (PCT)
Prior art keywords
vehicle
situation
depending
information
automatic transmission
Prior art date
Application number
PCT/EP2008/054081
Other languages
German (de)
English (en)
Other versions
WO2008141859A3 (fr
Inventor
Peter Engel
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2008141859A2 publication Critical patent/WO2008141859A2/fr
Publication of WO2008141859A3 publication Critical patent/WO2008141859A3/fr

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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
    • 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
    • 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
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/22—Conjoint control of vehicle sub-units of different type or different function including control of suspension 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
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
    • 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
    • B60W50/0097—Predicting future conditions
    • 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
    • B60W50/06—Improving the dynamic response of the control system, e.g. improving the speed of regulation or avoiding hunting or overshoot
    • 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
    • B60W2520/26—Wheel slip
    • 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
    • B60W2552/05—Type of road, e.g. motorways, local streets, paved or unpaved roads
    • 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
    • B60W2552/20—Road profile, i.e. the change in elevation or curvature of a plurality of continuous road segments
    • 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
    • B60W2552/30—Road curve radius
    • 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
    • B60W2554/00—Input parameters relating to objects
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4042—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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/406—Traffic density
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/804—Relative 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
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/20—Ambient conditions, e.g. wind or rain
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data

Definitions

  • the present invention relates to the setting of driving conditions, such as driving. the selected gear (gear), the setting of the chassis or the addition of an auxiliary motor in hybrid vehicles.
  • vehicle management i. in particular, the adjustment of the driving behavior of the vehicle influencing parameters, depending on current system sizes, performed by current external parameters or by the driver specified specifications.
  • vehicle management i. in particular, the adjustment of the driving behavior of the vehicle influencing parameters, depending on current system sizes, performed by current external parameters or by the driver specified specifications.
  • the choice of gear (gear) depending on an engine speed and a driver's desired torque determined e.g. by the accelerator pedal position, selected or the chassis setting, for. depending on the speed of the vehicle and from a manual setting to comfortable or tightly adjusted.
  • the engine control unit performs an engine management depending on the measured values of various sensors, which provide information about the air temperature, combustion process, the air pressure and the like.
  • the characteristic of the engine is determined by a map.
  • the adaptation of the chassis to comfortable or tightly usually is performed manually by the driver of the vehicle, whereby the driver will usually select different suspension settings for highway driving, motorway and city driving.
  • the switching of the vehicle behavior takes place in the examples described above only with a certain time delay after the occurrence of the changed environmental conditions and therefore leads during the transitional period to undesired driving conditions, such as. to reduce the speed of the vehicle when traveling from a level track to an uphill or to increased fuel consumption when driving from a level track to a grade due to an initially too high engine speed.
  • vehicle management has hitherto been based on instantaneous values, historical values and current driver specifications, which can only be converted into a changed vehicle behavior with a corresponding time delay when vehicle conditions change.
  • a method for adjusting vehicle states of a motor vehicle comprises the steps of providing surroundings data, determining a future vehicle situation as a function of the surrounding data, and setting a vehicle state depending on the determined future vehicle situation.
  • Such a method enables a forward-looking adaptation of the vehicle states by determining future situations from environmental data in which the vehicle is likely to arrive in a certain time. These future situations are classified and assigned to corresponding adjustable vehicle conditions.
  • the surroundings data preferably comprise data from which a future vehicle situation and / or a future driving situation of the vehicle are estimated.
  • the environment data may include one or more of the following information:
  • a route information in particular about the course of the road; Traffic parameters, in particular vehicle distances, changes in distance between vehicles, in particular to the preceding vehicle, and the speed of the distance change, an ESP information about the slip of one or more of the tires of the vehicle on the road; ABS information about tire adhesion on the roadway; a traffic information provided by further vehicles in the vicinity, which indicates in particular a density, a traffic jam length, a stowage position and / or a danger position on the roadway between two vehicles; an optical information for a sign recognition, a Fahrbahnerkennung or for a determination of the visibility.
  • the speed of an automatic transmission can be set. Based on the surrounding data, it can be estimated that an acceleration of the vehicle is imminent, the vehicle is decelerated, or the vehicle is being moved smoothly, and depending on the result of the estimation, a speed of an automatic transmission is increased, decreased, or left unchanged.
  • a suspension may be set to be tight or comfortable.
  • a city traffic operation, highway operation or highway operation can be detected, depending on which a translation of an automatic transmission is selected.
  • a system for adjusting vehicle conditions of a motor vehicle comprises an environment data unit for providing environmental data and a control unit for determining a future vehicle situation as a function of the environmental data and for setting a vehicle state depending on the determined future vehicle situation.
  • Fig. 1 is a schematic representation of a device for adjusting vehicle states according to an embodiment of the invention
  • Fig. 2 is a schematic representation of the performed in the control unit
  • FIG. 3 shows a schematic representation of the method performed in the control unit for the predictive adjustment of vehicle states according to a further embodiment of the invention.
  • Fig. 1 is a schematic representation of a system 1 for setting vehicle states according to a vehicle management shown.
  • the illustrated embodiment will be explained by examples of the automatic speed dialing of an automatic transmission and the tuning of a suspension.
  • the system 1 comprises a control unit 2, which can be derived as a function of both driver specifications and parameters that yield the current vehicle situation, which results from engine parameters, vehicle parameters and the like, as well as surroundings data that can indicate possible future vehicle situations or about the corresponding future vehicle situations are, controls the automatic transmission and the chassis in the manner described below.
  • the environment data is provided by an environment data unit 3, which will be described in detail below.
  • the control unit 2 is preferably provided in a conventional vehicle management unit, which has hitherto taken on particular tasks of the engine control depending on driver specifications and parameters of the current driving situation.
  • control unit 2 takes over the control of an automatic transmission 4 and the adaptation of the chassis 5 either directly or by providing appropriate mode sizes, depending on which the choice of gear or the adaptation of the chassis are made.
  • control unit 2 may be provided in a central control unit or be of modular construction, and may contain individual further control units for the automatic transmission, the chassis, the engine, etc.
  • further modules of the vehicle can be controlled or regulated depending on the environmental data.
  • the environment data unit 3 acquires a number of environment data.
  • the environmental data comprise data from which a future vehicle situation or driving situation of the vehicle can be predicted or estimated.
  • the environment data unit 3 may comprise, for example, a navigation unit 31 in order to record topological route information of the terrain, in particular the course of the road, such as height information, curve radii of an upcoming roadway curve and the road category (city, countryside, highway).
  • the altitude information can be used to determine for the ride of the vehicle, whether up to a certain time or within an upcoming next period of for example 1 to 20 s, preferably 2 to 10 s, in particular about 3 s, a height difference by the vehicle must be handled, which requires a significantly changing drive torque assuming the same constant target speed of the vehicle.
  • the environment data unit 3 supplies the absolute altitude of the current vehicle position and an absolute altitude of the vehicle at a time at a position estimated based on driving data (taking into account parameters such as speed, direction, acceleration, steering wheel position, etc.) after the predetermined period or at a predetermined distance in the direction of travel of the vehicle. From this, the environment data unit 3, in particular the navigation unit 31, or the control unit 2 can determine a height difference. If the amount of the height difference is above a predetermined threshold value, then the height difference is interpreted as a gradient or gradient. The control unit 2 determines, depending on the approach to a slope or a gradient, whether the driving level of the automatic transmission is downshifted or upshifted in a constant or expected driving situation. This always takes place as a function of the driver specifications or the current driving situation.
  • the control unit determines from the height difference to be handled in the event of a gradient, whether the driving torque is sufficient to move the vehicle at a constant speed on the slope or not. If it is determined that the drive torque for the grade is insufficient, the automatic transmission is commanded to downshift so that the vehicle drive motor rotates at a higher speed to provide the requested drive torque.
  • the control unit 2 determines whether the driver's torque can be reduced when the driver's situation is unchanged and with the current driving situation and whether this torque can be achieved even with an increased drive level (with the drive motor at a reduced speed). If this is the case, the gear stage in the automatic transmission, controlled by the control unit 2, is upshifted before the beginning of the grade is reached.
  • the control unit 2 can display the curve information, eg the curvature of the curve, and the current one Use the speed of the vehicle to decide whether the speed must be reduced to give the driver the opportunity to reduce the speed next to the brake and the braking force of the drive motor, which is correspondingly larger at a higher speed of the drive motor, exploit.
  • traffic parameters may further be provided by an automatic traffic control unit 32, e.g. Determine vehicle distances, changes in distance between vehicles, in particular to the preceding vehicle, as well as the speed of the distance change via sensors. Specifically, in the control unit 2, it is estimated from the traffic parameters whether a reaction of the driver is foreseen and therefore is imminent in the certain period, such as e.g. Braking too fast approaching to a vehicle ahead at too short a distance and concomitant reduction in speed by the driver.
  • a reaction of the driver is foreseen and therefore is imminent in the certain period, such as e.g. Braking too fast approaching to a vehicle ahead at too short a distance and concomitant reduction in speed by the driver.
  • Chassis adaptation can be carried out, for example, based on the information of the road category (city, country, highway) and the estimated road condition.
  • Car2car unit 35 Another system for providing environmental data for the control unit 2 is provided by a so-called Car2car unit 35, which receives traffic information from other surrounding vehicles, so that such as a density, a jam length, a jam position, a hazard position in the road condition between two vehicles can be determined.
  • a driver of a vehicle by means of an automatic communication between vehicles traffic information or Information about vehicle states can be communicated from vehicles in front.
  • the road condition can be detected in a forward-looking manner, and accordingly the chassis 5 can be adjusted in advance, before the road condition changes accordingly.
  • the driving level can be set higher in order to exploit the kinetic energy of the vehicle and to save fuel.
  • a sign recognition can be carried out automatically and the visibility can be ascertained.
  • the resulting information can be processed in the control unit 2 to estimate the driver's future driving behavior.
  • the kinetic energy of the vehicle can be stored in energy storage and retrieved at a next acceleration process.
  • FIG. 2 shows a schematic representation of the method according to the invention using the example of the speed step selection for the automatic transmission 4. If it is determined on the basis of the environmental data by the control unit 2 in step S1 that an acceleration of the vehicle caused by the driver is to be expected (query S2), the driving step is decreased in step S3 in order to make the higher torque available.
  • That an acceleration of the vehicle may be imminent can be determined, for example, in the control unit 2 in the following situations: based on the road category determined by the navigation unit 31, the vehicle is approaching a range change between city traffic area and highway area or urban traffic area / highway area and highway area ; Based on a detected by the navigation unit 31 vehicle position is detected that the vehicle is on a motorway ramp or approaching it; the video sensor unit 36 recognizes from a sign that the speed limit is being increased; by evaluating vehicle data, in particular the navigation unit 31 and the video sensor unit 36, it is recognized that an overtaking operation is possible which requires a corresponding acceleration of the vehicle; a leading curve that can be traversed at a higher speed; and the road condition allows for a higher speed.
  • the speed of the automatic transmission 4 can be set lower to provide a higher drive torque.
  • control unit 2 can determine in one or more of the following situations that deceleration may be imminent:
  • the vehicle is approaching a range change between the country road area and the city traffic area, or between the country road area / the highway area and the city traffic area; Based on a detected by the navigation unit 31 vehicle position is detected that the vehicle is on a motorway exit or approaching it; the video sensor unit 36 recognizes by means of a sign that the speed limit is lowered; by evaluating vehicle data, in particular the Car2Car unit 35 and the video sensor unit 36, it is recognized that the distance to the traffic in front is reduced; a traffic jam is detected, which requires a reduction in the speed of the vehicle; a leading curve that can not be traversed at the current speed; and / or the road condition changes, allowing only a lower speed.
  • a driving step can be selected higher in order to utilize or buffer the kinetic energy of the vehicle (eg in hybrid vehicles).
  • a likely constant speed is detected if, for example, none of the above situations exists (step S5). Then the gear can remain unchanged, as expected, no changed torque is retrieved.
  • FIG. 3 shows a schematic representation of a method for optimum coordination between automatic transmission 4 and chassis 5, taking into account the terrain topography and the preceding traffic.
  • Sil different profiles are defined on the basis of the environment data, namely the city profile, the overland profile and the motorway profile defined, the city profile indicates that the vehicle is located in an inner city area or in a traffic jam, indicating the overland profile that the vehicle in the Landing area, or is about to overtake, and the freeway profile indicates that the vehicle is on a freeway, and classified accordingly in step S12.
  • the vehicle state is set in step S13 for a short translation in which a sprint performance, i. a high drive torque, can be provided, and on a comfortable suspension tuning.
  • a sprint performance i. a high drive torque
  • the spring travel is relatively large in relation to the total spring travel of the shock absorber. If in this city profile a trip over highway or highway is planned shortly, which can be recognized on the basis of the travel information, in a hybrid propulsion system, charging of an energy storage, e.g. delayed by an auxiliary engine to reduce the emission of exhaust fumes in the city.
  • an acceleration or deceleration of the vehicle is anticipated according to the method described above, then the suspension can be tuned to tight. And when the acceleration or deceleration is finished or is no longer foreseen, will.
  • an athletic ratio (average drive torque) is selected which corresponds to an optimum ratio between short ratio (high drive torque) for retrieving the sprint performance and long ratio (low drive torque) in an energy-saving or fuel-efficient operation.
  • the suspension can be tightly tuned.
  • a tight suspension tuning corresponds to a vote in which the spring travel is relatively short in relation to the total spring travel of the shock absorber, with each bump in the vehicle is felt.
  • the highway profile is selected in step S15 a long gear ratio and a comfortable suspension tuning. If an overtaking procedure is pending during a journey according to the motorway profile, then the control unit 2 can recognize this with the aid of the video sensor unit 36 and the car-car unit 35 as being likely to anticipate and accordingly set the ratio to sporty (average drive torque).
  • control unit 2 may also be connected to a hybrid system 6, e.g. having an auxiliary motor.
  • a hybrid system 6 e.g. having an auxiliary motor.
  • the hybrid system can be put into generator operation in order to be able to recover part of the kinetic energy during deceleration.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

Procédé de sélection d'états de conduite d'un véhicule, qui comprend la préparation de données relatives à l'environnement, la détermination d'une situation future du véhicule en fonction des données relatives à l'environnement et la sélection d'un état du véhicule en fonction de la situation future déterminée du véhicule.
PCT/EP2008/054081 2007-05-18 2008-04-04 Procédé et dispositif de sélection d'états de fonctionnement lors d'une gestion de véhicule dynamique dépendant de la position et de la situation WO2008141859A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007023382.7 2007-05-18
DE102007023382A DE102007023382A1 (de) 2007-05-18 2007-05-18 Verfahren und Vorrichtung zum Einstellen von Fahrzuständen bei einem dynamischen positions- und situationsabhängigen Fahrzeugmanagement

Publications (2)

Publication Number Publication Date
WO2008141859A2 true WO2008141859A2 (fr) 2008-11-27
WO2008141859A3 WO2008141859A3 (fr) 2009-06-18

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DE (1) DE102007023382A1 (fr)
WO (1) WO2008141859A2 (fr)

Cited By (3)

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WO2012091637A1 (fr) * 2010-12-29 2012-07-05 Volvo Lastvagnar Ab Régulateur de vitesse adaptatif
DE102015209229A1 (de) 2015-05-20 2016-11-24 Robert Bosch Gmbh Verfahren zum Überwachen eines Kraftfahrzeugs
US20220009487A1 (en) * 2018-11-23 2022-01-13 Psa Automobiles Sa Control of the speed of a vehicle when cornering in accordance with the speed setpoint

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DE102010019288A1 (de) 2010-05-04 2011-11-10 Daimler Ag Dämpfungs-/Stabilisierungsvorrichtung und zugehöriges Regel-/Steuerverfahren
DE102011080712A1 (de) * 2011-08-10 2013-02-14 Zf Friedrichshafen Ag Verfahren zur Beeinflussung einer Getriebeschaltstrategie eines Kraftfahrzeugs
DE102013211163B4 (de) 2013-06-14 2023-09-21 Thilo Frey Fahrstabilitätsoptimierung
DE102014201765A1 (de) * 2014-01-31 2015-08-06 Zf Friedrichshafen Ag Verfahren zum Betreiben eines Antriebsstrangs eines Hybridfahrzeuges
DE102022205541A1 (de) * 2022-05-31 2023-11-30 Volkswagen Aktiengesellschaft Verfahren zum Betreiben eines Antriebssystems, Fahrzeug und Computerprogrammprodukt

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WO2012091637A1 (fr) * 2010-12-29 2012-07-05 Volvo Lastvagnar Ab Régulateur de vitesse adaptatif
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