WO2015004699A1 - Dispositif de commande de maintien de distance entre véhicules - Google Patents

Dispositif de commande de maintien de distance entre véhicules Download PDF

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Publication number
WO2015004699A1
WO2015004699A1 PCT/JP2013/004309 JP2013004309W WO2015004699A1 WO 2015004699 A1 WO2015004699 A1 WO 2015004699A1 JP 2013004309 W JP2013004309 W JP 2013004309W WO 2015004699 A1 WO2015004699 A1 WO 2015004699A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
retarder
inter
deceleration
auxiliary brake
Prior art date
Application number
PCT/JP2013/004309
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English (en)
Japanese (ja)
Inventor
幸祐 加藤
清志 黒田
章洋 三好
Original Assignee
株式会社Tbk
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Application filed by 株式会社Tbk filed Critical 株式会社Tbk
Priority to JP2015526018A priority Critical patent/JPWO2015004699A1/ja
Priority to PCT/JP2013/004309 priority patent/WO2015004699A1/fr
Priority to KR1020157036175A priority patent/KR20160013940A/ko
Publication of WO2015004699A1 publication Critical patent/WO2015004699A1/fr

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    • 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
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/196—Conjoint control of vehicle sub-units of different type or different function including control of braking systems acting within the driveline, e.g. retarders
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/10—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for automatic control superimposed on human control to limit the acceleration of the vehicle, e.g. to prevent excessive motor current
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B60L7/26—Controlling the braking effect
    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/585—Combined or convertible systems comprising friction brakes and retarders
    • B60T13/586—Combined or convertible systems comprising friction brakes and retarders the retarders being of the electric type
    • 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
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • 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
    • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on 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
    • 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
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/14—Acceleration
    • 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
    • B60T2201/02—Active or adaptive cruise control system; Distance 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
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative 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
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/802—Longitudinal distance
    • 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
    • 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
    • B60W2720/12—Lateral speed
    • B60W2720/125—Lateral acceleration
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to an inter-vehicle holding control device for traveling while maintaining an inter-vehicle distance between a host vehicle and a preceding vehicle.
  • an inter-vehicle holding control device that automatically follows a preceding vehicle to a preceding vehicle has been known as a technique for improving driving safety, fuel consumption, and reducing a driver's operation burden. Moreover, the fuel consumption of each vehicle can be improved by running a plurality of vehicles equipped with such an inter-vehicle holding control device.
  • the inter-vehicle distance between the host vehicle and the preceding vehicle is measured, and control is performed so that the inter-vehicle deviation that is the difference between the measured inter-vehicle distance and a preset target inter-vehicle distance is eliminated. Yes.
  • an auxiliary brake such as an exhaust brake is operated to decelerate the host vehicle to maintain the inter-vehicle distance.
  • the present invention has been made in view of the above circumstances, and an object of the present invention is to prevent the occurrence of wave-like traveling particularly during deceleration.
  • An inter-vehicle holding control device is an inter-vehicle holding control device for traveling while maintaining an inter-vehicle distance from a preceding vehicle.
  • Deviation calculating means for calculating an inter-vehicle deviation that is a deviation between the inter-vehicle distance of the preceding vehicle and the host vehicle and the target inter-vehicle distance; Deceleration calculation means for calculating the deceleration of the host vehicle based on a threshold value serving as a criterion for determining whether the inter-vehicle deviation and a predetermined deceleration are necessary;
  • a retarder capable of continuously adjusting the braking force is driven, and when the host vehicle needs to be decelerated, the retarder is controlled according to the deceleration.
  • a control means for performing a control for driving at least one auxiliary brake.
  • control means may be means for reducing the braking force of the retarder according to the braking force of the auxiliary brake to be driven when the auxiliary brake is driven.
  • the retarder is an electromagnetic retarder.
  • the deceleration calculation means may be means for calculating the deceleration based on the vehicle speed of the host vehicle.
  • control means may be means for increasing the number of the auxiliary brakes to be driven as the deceleration is increased.
  • control means may be means for driving the auxiliary brakes in order from the one having the smallest braking force.
  • the auxiliary brake may be an engine brake, an engine retarder and a shift down retarder
  • the control means may be a means for driving the engine brake, the engine retarder and the shift down retarder in this order.
  • a retarder capable of continuously adjusting the braking force is driven.
  • at least 1 is added according to the deceleration.
  • Two auxiliary brakes are driven.
  • the retarder can continuously adjust the braking force, when driving only the retarder, the own vehicle is decelerated rapidly by continuously adjusting the necessary braking force. Disappears.
  • the host vehicle is not suddenly decelerated by the driving of the auxiliary brake. .
  • the vehicle speed of the host vehicle does not change greatly, and as a result, it is not necessary to repeat acceleration / deceleration, so that the host vehicle does not travel in a wavy manner. Therefore, fuel efficiency can be improved and passenger discomfort can be reduced.
  • FIG. 1 is a schematic block diagram showing the configuration of an inter-vehicle holding control device according to an embodiment of the present invention.
  • a flowchart showing processing performed in the present embodiment Control block diagram for calculating deceleration Diagram showing deceleration calculation map Diagram showing braking force according to retarder and auxiliary brake used
  • FIG. 1 is a schematic block diagram showing a configuration of an inter-vehicle holding control device according to an embodiment of the present invention.
  • the inter-vehicle holding control device 1 according to the present embodiment is mounted on a vehicle and functions when performing platooning while performing auto-cruising, and includes an inter-vehicle control ECU 2 and a retarder ECU 3.
  • the inter-vehicle control ECU 2 and the retarder ECU 3 are electronic circuits composed of a microcomputer.
  • the inter-vehicle control ECU 2 corresponds to the deviation calculating means and the deceleration calculating means
  • the inter-vehicle control ECU 2 and the retarder ECU 3 correspond to the control means.
  • An inter-vehicle sensor 10, a first auxiliary brake 11, a second auxiliary brake 12, a third auxiliary brake 13, a service brake 14 and a memory 15 are connected to the inter-vehicle control ECU 2.
  • the inter-vehicle sensor 10 is for measuring the inter-vehicle distance between the host vehicle and the preceding vehicle and transmitting information on the inter-vehicle distance to the inter-vehicle control ECU 2, and is known as a sensor using infrared rays or a sensor that performs stereo distance measurement. These sensors can be used.
  • the first auxiliary brake 11 is an engine brake, for example, and applies braking force to the vehicle by turning off the throttle in response to an ON signal from the inter-vehicle control ECU 2.
  • the second auxiliary brake 12 is, for example, an engine retarder, that is, a compression release brake, and is driven according to an ON signal from the inter-vehicle control ECU 2 to increase the engine brake force and give a braking force to the vehicle.
  • the third auxiliary brake 13 is, for example, a shift down retarder, and applies braking force to the vehicle by shifting down the transmission in accordance with an ON signal from the inter-vehicle control ECU 2.
  • the service brake 14 is a service brake that is used during driving, and applies a braking force to the vehicle in accordance with an ON signal from the inter-vehicle control ECU 2.
  • the braking force of each of the auxiliary brakes 11, 12, 13 and the service brake 14 increases in the order of the first auxiliary brake 11, the second auxiliary brake 12, the third auxiliary brake 13 and the service brake 14.
  • the first auxiliary brake 11, the second auxiliary brake 12, the third auxiliary brake 13, and the service brake 14 stop driving in response to an off signal from the inter-vehicle control ECU 2.
  • the memory 15 stores various types of information for controlling the inter-vehicle holding.
  • a retarder 20, a vehicle speed sensor 21, a brake switch (SW) 22, an accelerator switch (SW) 23, and a memory 24 are connected to the retarder ECU 3.
  • the vehicle speed sensor 21 measures the vehicle speed of the host vehicle, and transmits information on the measured vehicle speed to the retarder ECU 3 and the inter-vehicle control ECU 2.
  • the brake switch 22 is a switch for driving the retarder 20, and the retarder ECU 3 transmits an on signal to the retarder 20 in response to an on signal of the brake switch 22 by the driver, whereby the retarder 20 is driven. Further, while the retarder 20 is being driven, the retarder ECU 3 receives an off signal of the brake switch 22 from the driver, and transmits an off signal to the retarder 20, whereby the drive of the retarder 20 is stopped.
  • the accelerator switch 23 transmits the presence / absence of the accelerator operation by the driver to the retarder ECU 3 as an on signal and an off signal, and when the retarder ECU 3 receives the accelerator on signal while the retarder 20 is being driven, Stop driving.
  • the memory 24 stores various types of information for controlling the inter-vehicle holding.
  • the retarder 20 is an electromagnetic retarder that obtains a braking torque by using an overcurrent, as described in, for example, Japanese Patent Application Laid-Open No. 2011-188585.
  • the retarder 20 is duty-controlled by the duty ratio of the braking torque transmitted from the retarder ECU 3, and is driven so as to obtain a necessary braking force.
  • the retarder ECU 3 uses the braking torque of the retarder 20 based on the torque value (retarder braking torque value) transmitted from the inter-vehicle control ECU 2 for braking the retarder. Is calculated.
  • the maximum braking force of the retarder 20 is larger than the braking force of the first to third auxiliary brakes 11, 12, and 13.
  • the vehicle is accelerated and decelerated so as to maintain a predetermined target inter-vehicle distance in order to perform the platooning of a plurality of vehicles.
  • the feature of the present embodiment is that deceleration is performed. Only the vehicle deceleration process will be described.
  • FIG. 2 is a flowchart showing processing performed in the present embodiment.
  • the inter-vehicle control ECU 2 first calculates the deceleration of the own vehicle.
  • FIG. 3 is a control block diagram for calculating the deceleration.
  • the inter-vehicle control ECU 2 receives the inter-vehicle distance information transmitted from the inter-vehicle sensor 10 (step ST1).
  • an inter-vehicle deviation ⁇ d which is a deviation between the target inter-vehicle distance stored in the memory 15 and the received inter-vehicle distance, is calculated (step ST2).
  • it is determined whether or not the inter-vehicular deviation ⁇ d has become smaller than a predetermined threshold value Th0 (step ST3). If step ST3 is negative, the control returns to step ST1 without performing any control.
  • step ST4 the inter-vehicle control ECU 2 calculates the deceleration ⁇ in order to decelerate the vehicle (step ST4).
  • the deceleration ⁇ is calculated based on the inter-vehicle deviation ⁇ d, the vehicle speed received from the vehicle speed sensor 21, and the deceleration calculation map stored in the memory 15.
  • FIG. 4 is a diagram showing a deceleration calculation map. As shown in FIG. 4, in the deceleration calculation map M1, the vehicle speed is set on the horizontal axis, and the inter-vehicular deviation ⁇ d is determined on the vertical axis. Are previously created and stored in the memory 15. In the present embodiment, the deceleration rate ⁇ is calculated as a positive value.
  • step ST5 the inter-vehicle control ECU 2 determines whether or not the deceleration rate ⁇ is less than the threshold value Th1 (step ST5). If step ST5 is positive, the inter-vehicle control ECU 2 drives only the retarder 20 to decelerate (step ST6), and returns to step ST1.
  • the inter-vehicle control ECU 2 calculates a braking torque value necessary for the retarder.
  • a table T1 that defines the relationship between the deceleration ⁇ and the retarder braking torque value is stored in the memory 15, and the inter-vehicle control ECU 2 refers to the table T1 and calculates the calculated deceleration.
  • the braking torque value of the retarder 20 is calculated from ⁇ and transmitted to the retarder ECU 3. In the table T1, a larger braking torque is obtained as the deceleration is larger.
  • the memory 24 of the retarder ECU 3 stores a table T2 that defines the relationship between the braking torque and the duty ratio of the retarder 20, and the retarder ECU 3 refers to the table T2 and determines the duty ratio of the retarder 20 from the braking torque. Is calculated.
  • the duty ratio is defined in the table T2 in increments of 1% from 0 to 100%, whereby a duty ratio with a value between 0 and 100% is calculated and transmitted to the retarder 20.
  • a larger duty ratio is obtained as the braking torque is larger.
  • the retarder 20 is driven to perform the braking operation so as to have the transmitted duty ratio.
  • step ST5 determines whether or not the deceleration ⁇ is less than a threshold value Th2 (> Th1) (step ST7). If step ST7 is positive, the inter-vehicle control ECU 2 drives the retarder 20 and the first auxiliary brake 11 to decelerate (step ST8), and returns to step ST1.
  • the memory 15 also stores a table for determining the braking torque value of the retarder 20 according to the type of auxiliary brake to be used. Specifically, a table T3 for determining the braking torque value of the retarder 20 according to the deceleration ⁇ and the magnitude of the braking force of the first auxiliary brake 11 when the first auxiliary brake 11 is driven, which will be described later.
  • a table T3 for determining the braking torque value of the retarder 20 according to the deceleration ⁇ and the magnitude of the braking force of the first auxiliary brake 11 when the first auxiliary brake 11 is driven which will be described later.
  • the first, second and third auxiliary brakes 11, 12, 13 are driven, the deceleration ⁇ and the braking force of the first, second and third auxiliary brakes 11, 12, 13 are controlled.
  • the table T5 for determining the braking torque value of the retarder 20 and the first, second and third auxiliary brakes 11, 12, 13 and the service brake 14 are driven according to the magnitude, the deceleration ⁇ , First Second, depending on the magnitude of the braking force of the third auxiliary brake 11, 12, 13, and the service brake 14, the table T6 for determining a braking torque value of the retarder 20 is stored. In the tables T3 to T6, a larger braking torque is obtained as the deceleration ⁇ is larger.
  • the inter-vehicle control ECU 2 refers to the table T3 and turns on the first auxiliary brake 11 while calculating the braking torque value of the retarder 20.
  • the retarder ECU 3 calculates the duty ratio of the retarder 20 based on the calculated braking torque value, and drives the retarder 20.
  • the deceleration ⁇ is near the boundary of Th1, when the deceleration ⁇ is slightly smaller than Th1, only the retarder 20 is driven so as to obtain a relatively large braking force.
  • the first auxiliary brake 11 is turned on. Therefore, unless the braking force of the retarder 20 is reduced, the braking force increases rapidly.
  • the table T3 is configured to reduce the braking force of the retarder 20 in accordance with the braking force of the first auxiliary brake 11 so that the braking force continuously changes even when the first auxiliary brake 11 is driven. It is possible to calculate 20 braking torque values.
  • step ST7 the inter-vehicle control ECU 2 determines whether or not the deceleration rate ⁇ is less than a threshold value Th3 (> Th2) (step ST9). If step ST9 is positive, the inter-vehicle control ECU 2 drives the retarder 20, the first auxiliary brake 11 and the second auxiliary brake 12 to decelerate (step ST10), and returns to step ST1.
  • the inter-vehicle control ECU 2 refers to the table T4 and turns on the first auxiliary brake 11 and the second auxiliary brake 12 while calculating the braking torque value of the retarder 20.
  • the retarder ECU 3 calculates the duty ratio of the retarder 20 based on the calculated braking torque value, and drives the retarder 20.
  • the table T4 has braking forces of the first auxiliary brake 11 and the second auxiliary brake 12 so that the braking force continuously changes even when the second auxiliary brake 12 is driven following the first auxiliary brake 11. Accordingly, the braking torque value of the retarder 20 can be calculated so as to reduce the braking force of the retarder 20.
  • step ST9 the inter-vehicle control ECU 2 determines whether or not the deceleration rate ⁇ is less than a threshold value Th4 (> Th3) (step ST11). If step ST11 is affirmed, the inter-vehicle control ECU 2 drives the retarder 20, the first auxiliary brake 11, the second auxiliary brake 12, and the third auxiliary brake 13 to decelerate (step ST12), and returns to step ST1.
  • the inter-vehicle control ECU 2 refers to the table T5 and turns on the first auxiliary brake 11, the second auxiliary brake 12, and the third auxiliary brake 13 while calculating the braking torque value of the retarder 20.
  • the retarder ECU 3 calculates the duty ratio of the retarder 20 based on the calculated braking torque value, and drives the retarder 20.
  • the table T5 includes the first auxiliary brake 11 and the second auxiliary brake so that the braking force continuously changes even when the third auxiliary brake 13 is driven following the first auxiliary brake 11 and the second auxiliary brake 12.
  • the braking torque value of the retarder 20 can be calculated so as to reduce the braking force of the retarder 20 in accordance with the braking force of the 12 and the third auxiliary brake 13.
  • step ST11 the inter-vehicle control ECU 2 drives the retarder 20, the first auxiliary brake 11, the second auxiliary brake 12, the third auxiliary brake 13, and the service brake 14 to decelerate ( Step ST13) and return to step ST1.
  • the inter-vehicle control ECU 2 refers to the table T6 and turns on the first auxiliary brake 11, the second auxiliary brake 12, the third auxiliary brake 13 and the service brake while calculating the braking torque value of the retarder 20.
  • the retarder ECU 3 calculates the duty ratio of the retarder 20 based on the calculated braking torque value, and drives the retarder 20.
  • the table T6 includes the first auxiliary brake 11, the brake force so that the braking force continuously changes even when the service brake 14 is driven following the first auxiliary brake 11, the second auxiliary brake 12, and the third auxiliary brake 13.
  • the braking torque value of the retarder 20 can be calculated so as to reduce the braking force of the retarder 20 according to the braking force of the second auxiliary brake 12, the third auxiliary brake 13 and the service brake 14.
  • FIG. 5 is a diagram showing the braking force according to the retarder and the auxiliary brake used.
  • the retarder 20 is an electromagnetic retarder, and the braking force can be adjusted substantially continuously by the duty ratio in increments of 1%.
  • the retarder 20 and the first auxiliary brake 11 are driven.
  • the braking force of the first auxiliary brake 11 is constant, the first auxiliary brake 11
  • the duty ratio of the retarder 20 is calculated, and the retarder 20 is driven.
  • the retarder 20 is controlled according to the braking force of the first auxiliary brake 11. Since the power decreases, even if the deceleration ⁇ changes from less than Th1 to Th1 or more, the braking force does not change abruptly and changes continuously.
  • the braking force of the first auxiliary brake 11 and the second auxiliary brake 12 is increased. Accordingly, the braking force of the retarder 20 is reduced, so even if the deceleration rate ⁇ changes from less than Th2 to Th2 or more, the braking force does not change rapidly but changes continuously. Even when the deceleration rate ⁇ changes from less than Th3 to Th3 or more, the braking force does not change rapidly but changes continuously. Although not shown in FIG. 5, even when the deceleration rate ⁇ changes from less than Th4 to more than Th4, the braking force does not change abruptly and changes continuously.
  • the retarder ECU 3 may determine that the retarder 20 is not normal due to the retarder 20 itself or an external factor for the retarder 20. In this case, since the vehicle cannot be braked by the retarder 20, the retarder ECU 3 transmits a failure status signal to the inter-vehicle distance control ECU 2. When receiving the failure status signal, the inter-vehicle control ECU 2 drives the auxiliary brakes 11, 12, 13 or the service brake 14 to compensate for the braking force of the retarder 20 and performs deceleration.
  • the retarder 20 capable of continuously adjusting the braking force is driven, and when further deceleration is necessary, it is added to the retarder 20 according to the deceleration ⁇ .
  • the auxiliary brake is driven.
  • the retarder 20 can continuously adjust the braking force, when only the retarder 20 is driven, the vehicle is rapidly decelerated by continuously adjusting the necessary braking force. There is nothing to do.
  • driving the auxiliary brake by reducing the braking force of the retarder 20 according to the braking force of the driven auxiliary brake, the host vehicle is not decelerated suddenly by the driving of the auxiliary brake.
  • the vehicle speed of the host vehicle does not change greatly, and as a result, it is not necessary to repeat acceleration / deceleration, so that the host vehicle does not travel in a wavy manner. Therefore, fuel efficiency can be improved and passenger discomfort can be reduced.
  • the engine brake, the engine retarder and the shift down retarder are used as the first, second and third auxiliary brakes 11, 12 and 13, respectively.
  • the first, second, and third auxiliary brakes 11, 12, and 13 may be arbitrary brakes.
  • the braking force of the auxiliary brakes 11, 12, 13 is increased in the order of the first auxiliary brake 11, the second auxiliary brake 12, and the third auxiliary brake 13, but the magnitude of the braking force should be taken into consideration.
  • the order of driving the first, second and third auxiliary brakes 11, 12, 13 may be set.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • General Engineering & Computer Science (AREA)
  • Regulating Braking Force (AREA)
  • Fluid Mechanics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

Le problème à résoudre dans le cadre de la présente invention consiste à empêcher la génération d'un déplacement en accordéon en ce qui concerne un dispositif de commande de maintien de distance entre véhicules, en particulier pendant une décélération. La solution proposée consiste, selon la présente invention, en une unité de calcul électronique (ECU2) de commande entre véhicules qui calcule l'écart entre véhicules entre une distance cible entre véhicules et la distance entre véhicules entre le véhicule précédent et son propre véhicule. La décélération est calculée lorsque l'écart entre véhicules est plus petit qu'une valeur de seuil. Un seul ralentisseur (20) qui peut réguler de façon continue la force de freinage, est commande lorsque la décélération est inférieure à Th1. Le ralentisseur (20) et un premier frein auxiliaire (11) sont commandés lorsque la décélération est égale ou supérieure à Th1 et inférieure à Th2. Le ralentisseur (20), le premier frein auxiliaire (11) et un deuxième frein auxiliaire (12) sont commandés lorsque la décélération est égale ou supérieure à Th2 et inférieure à Th3. Le ralentisseur (20), le premier frein auxiliaire (11), le deuxième frein auxiliaire (12) et un troisième frein auxiliaire (13) sont commandés lorsque la décélération est égale ou supérieure à Th3 et inférieure à Th4. Lorsque la décélération est égale ou supérieure à Th4, le ralentisseur (20), le premier frein auxiliaire (11), le deuxième frein auxiliaire (12), le troisième frein auxiliaire (13) et un frein de service sont commandés.
PCT/JP2013/004309 2013-07-12 2013-07-12 Dispositif de commande de maintien de distance entre véhicules WO2015004699A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2015526018A JPWO2015004699A1 (ja) 2013-07-12 2013-07-12 車間保持制御装置
PCT/JP2013/004309 WO2015004699A1 (fr) 2013-07-12 2013-07-12 Dispositif de commande de maintien de distance entre véhicules
KR1020157036175A KR20160013940A (ko) 2013-07-12 2013-07-12 차간 유지 제어 장치

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2013/004309 WO2015004699A1 (fr) 2013-07-12 2013-07-12 Dispositif de commande de maintien de distance entre véhicules

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017043238A (ja) * 2015-08-27 2017-03-02 いすゞ自動車株式会社 運転支援装置および運転支援方法
CN106891775A (zh) * 2017-03-10 2017-06-27 合肥工业大学 一种电动汽车拥堵跟随系统及控制方法
CN111439134A (zh) * 2020-04-24 2020-07-24 江西江铃集团新能源汽车有限公司 电动汽车低速防碰撞方法及系统
CN111674263A (zh) * 2020-06-01 2020-09-18 浙江吉利新能源商用车集团有限公司 一种用于车辆的辅助制动方法及系统

Citations (4)

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Publication number Priority date Publication date Assignee Title
JPH08183366A (ja) * 1994-12-29 1996-07-16 Mitsubishi Motors Corp オートクルーズ制御方法
JPH101036A (ja) * 1996-06-17 1998-01-06 Hino Motors Ltd 車間距離保持機能付きオート・クルーズ装置
JP2004299593A (ja) * 2003-03-31 2004-10-28 Nissan Diesel Motor Co Ltd 車間保持自動制御装置
JP2007083750A (ja) * 2005-09-20 2007-04-05 Nissan Diesel Motor Co Ltd 定速走行制御装置及び制御方法

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH08183366A (ja) * 1994-12-29 1996-07-16 Mitsubishi Motors Corp オートクルーズ制御方法
JPH101036A (ja) * 1996-06-17 1998-01-06 Hino Motors Ltd 車間距離保持機能付きオート・クルーズ装置
JP2004299593A (ja) * 2003-03-31 2004-10-28 Nissan Diesel Motor Co Ltd 車間保持自動制御装置
JP2007083750A (ja) * 2005-09-20 2007-04-05 Nissan Diesel Motor Co Ltd 定速走行制御装置及び制御方法

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2017043238A (ja) * 2015-08-27 2017-03-02 いすゞ自動車株式会社 運転支援装置および運転支援方法
CN106891775A (zh) * 2017-03-10 2017-06-27 合肥工业大学 一种电动汽车拥堵跟随系统及控制方法
CN111439134A (zh) * 2020-04-24 2020-07-24 江西江铃集团新能源汽车有限公司 电动汽车低速防碰撞方法及系统
CN111674263A (zh) * 2020-06-01 2020-09-18 浙江吉利新能源商用车集团有限公司 一种用于车辆的辅助制动方法及系统

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KR20160013940A (ko) 2016-02-05

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