WO2016139048A1 - Procédé et dispositif permettant de constater s'il existe ou non un état de défaillance dans un véhicule automobile - Google Patents

Procédé et dispositif permettant de constater s'il existe ou non un état de défaillance dans un véhicule automobile Download PDF

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Publication number
WO2016139048A1
WO2016139048A1 PCT/EP2016/053014 EP2016053014W WO2016139048A1 WO 2016139048 A1 WO2016139048 A1 WO 2016139048A1 EP 2016053014 W EP2016053014 W EP 2016053014W WO 2016139048 A1 WO2016139048 A1 WO 2016139048A1
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WO
WIPO (PCT)
Prior art keywords
control unit
warning
components
motor vehicle
sum
Prior art date
Application number
PCT/EP2016/053014
Other languages
German (de)
English (en)
Inventor
Bernd Mueller
Carsten Gebauer
Simon Hufnagel
Thomas Hartgen
Isidro Corral Patino
Markus Reichert
Thomas Mauer
Andreas Grimm
Evgeniya Ballmann
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
Priority to KR1020177028121A priority Critical patent/KR102496881B1/ko
Priority to CN201680013715.8A priority patent/CN107278190B/zh
Publication of WO2016139048A1 publication Critical patent/WO2016139048A1/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
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/88—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means
    • B60T8/885—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration with failure responsive means, i.e. means for detecting and indicating faulty operation of the speed responsive control means using electrical circuitry
    • 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
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems
    • 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
    • B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
    • 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
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17551—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve determining control parameters related to vehicle stability 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
    • B60T2250/00—Monitoring, detecting, estimating vehicle conditions
    • B60T2250/03—Vehicle yaw rate
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/406—Test-mode; Self-diagnosis
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/40—Failsafe aspects of brake control systems
    • B60T2270/411—Offset failure
    • 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
    • B60T2270/00—Further aspects of brake control systems not otherwise provided for
    • B60T2270/60—Regenerative braking
    • B60T2270/613—ESP features related thereto

Definitions

  • the invention relates to a method for determining whether or not there is a fault condition in a motor vehicle.
  • the invention further relates to a device, in particular a control device, which is set up to carry out this method.
  • a method for driving the drive power of a vehicle wherein a microcomputer is provided for performing control functions and monitoring functions.
  • Microcomputers are defined at least two independent levels, wherein a first level performs the control function and a second level, the monitoring function.
  • a method for safe operation of a motor vehicle wherein the motor vehicle is a motor vehicle control includes.
  • the motor vehicle control system optionally includes a braking-activating vehicle dynamics control unit with which, for example, wheels of the motor vehicle can be braked individually and independently of one another (for example an ESP system), and a propulsion control unit for activating first components, which are also referred to below as propulsion components, because they include, inter alia can be used to create propulsion.
  • the brakes used here are, for example friction brakes.
  • the propulsion control unit may be, for example, a motor controller.
  • the propulsion components comprise a motor, in particular an internal combustion engine, and optionally a generator-operable electric machine, in particular a generator or starter-generator.
  • the propulsion control unit receives a warning from the vehicle dynamics control unit in a yaw rate warning signal (the yaw rate warning signal may be a binary signal, for example, where a "1" indicates that there is a warning and a "0" indicates that there is no alert)
  • the propulsion components such that a total of the propulsion components impressed sum yaw moment is not greater than a sum yaw moment limit (if here and below is spoken by yawing moments, this may in particular relate to an absolute value of the yaw moment).
  • a safety concept for the propulsion control unit can also be represented for those errors in the propulsion control unit which generate a faulty yaw moment, so that these errors can be adequately reflected.
  • the propulsion control unit receives the warning in the yaw rate warning signal, it is thus ensured that the propulsion control unit controls the components which it can control in such a way that, overall, they generate a sufficiently small yaw moment.
  • the vehicle dynamics control unit can continue to generate another yaw moment by appropriate control of the brakes.
  • Safety mechanisms in the vehicle dynamics control unit can ensure that this further yaw moment can not cause dangerous conditions.
  • the described measures of the propulsion control unit can ensure that it does not reduce the effectiveness of safety mechanisms of the vehicle dynamics control unit. Compared to a compensation of a yaw movement caused by the erroneous yaw moment, the method is particularly efficient if the erroneous yaw moment is caused by an error in the drive control.
  • the driving dynamics control unit can be used here to recognize and detect this (erroneous) yawing movement, ie an actual yaw rate, as implausible.
  • the vehicle dynamics control unit controls the yawing movement by means of appropriate control interventions, e.g. on the brakes trying to compensate.
  • That the yaw rate warning signal received by the propulsion control includes a signal indicating whether the actual yaw rate of the motor vehicle is taking an erroneous value.
  • the yaw rate warning signal comprises a signal which indicates whether the vehicle dynamics control unit controls components that can be controlled by it in such a way that they generate a yawing moment. That the yaw rate warning signal may include a signal indicating whether there is a control intervention by the vehicle dynamics control unit.
  • the vehicle dynamics control unit may be allowed to complete this control intervention without interference by the propulsion control unit.
  • the action of the propulsion control unit can be adjusted to the action of the vehicle dynamics control unit in such a way that the vehicle control system is brought into a safe state.
  • the sum yaw moment limit may be zero. This ensures that the propulsion control unit can not actively impose a yaw moment on the motor vehicle, i. a yaw-moment-neutral fallback level is created in the event that an implausible yaw rate is determined.
  • the limitation of the summation yaw moment impressed by the propulsion components can be effected by the fact that, when the warning is received, the propulsion control unit controls an electric machine such that a maximum recuperation power of the electric machine is not greater as a recuperation limit.
  • a maximum recuperation power of the electric machine is not greater as a recuperation limit.
  • the recuperation limit value can be chosen to be so large that a sum torque applied by the propulsion components to a rear axle of the motor vehicle is positive. As a result, blocking of the rear axle can be prevented particularly efficiently, since it is ensured that no active delay is set via the rear axle. This allows recuperation, as long as it is ensured that the engine imposes a larger driving torque on the rear axle than the decelerating torque that imposes the recuperation.
  • a Rekuperationsmodus a controllable by the propulsion control unit electric machine is deactivated. This means that the recuperation mode is prohibited and possibly left. As a result, the generation of a yawing moment by the engine control is suppressed particularly efficiently.
  • the wheels individually impressed different driving torques. These can be used to generate a desired yaw moment. It is also possible that wheel-individually mounted generators impose individually different braking torques on the wheels.
  • a left-hand summed torque propulsion component imprinted on the left-hand wheels of the motor vehicle is the same size as a right-hand squib torque of the propulsion components impressed on the right wheels of the motor vehicle. This can be ensured in particular that no faulty yawing moments are imprinted by an asymmetry between the right and left side of the motor vehicle.
  • the driving of the propulsion components takes place in such a way that, without taking into account the yaw rate warning signal, that is to say independently of the yaw rate warning signal, a nominal control of the propulsion components is determined.
  • a nominal control of the propulsion components is determined.
  • the propulsion control unit receives the warning, an expected summation yaw moment corresponding to the target propulsion is determined. This is yawing moment, which would result if the propulsion components were actually controlled with the desired control.
  • a modified setpoint drive is determined so that the sum yaw moment (ie the yaw moment that will result when the drive components coincide with the set point) is determined Control) is not greater than the sum yaw moment limit.
  • the modified setpoint control replaces the setpoint control.
  • the yaw rate warning signal comprises a test signal, wherein the test signal indicates whether a test mode is active or not. If the warning is received and if the test signal indicates that the test mode is active, it is provided that the propulsion control specifies a nominal control whose corresponding expected sum yaw moment is greater than the sum yaw moment limit value. Depending on the target drive and the modified target drive, it may be decided whether or not there is an error in the reaction of the propulsion control unit. This makes it particularly easy to increase the safety of the vehicle control system, since now also errors in the error reaction of the propulsion reaction can be detected and effectively treated.
  • the propulsion control unit transmits a signal for activating the test mode to the vehicle dynamics control unit and subsequently receives the warning with the test signal from the vehicle dynamics control unit in response thereto.
  • a check of the correctness of the reaction of the propulsion control unit can be provided in a particularly simple manner.
  • a fallback level is created in the event of a faulty yaw rate, which does not represent a limp home mode. Rather, it is easily possible to switch from this fallback level back to normal operation. It is therefore not necessary, for example, to set a warning lamp in such an intervention.
  • the invention relates to a computer program configured to perform all the steps of one of the methods according to one of the aforementioned aspects, to an electronic storage medium on which the computer program is stored, and to a controller configured to perform all the steps of one of the methods to perform according to one of the aforementioned aspects.
  • FIG. 1 shows a drive train of a motor vehicle
  • Figure 2 is a structural diagram of signal flows in the monitoring
  • FIG. 3 is a flowchart of the possible procedure of the method for determining that an error exists
  • FIG. 4 shows a flowchart for the possible sequence of the method for responding to the detected error
  • Figure 5 is a flow chart for possibly checking the correct operation of the yaw moment limiting method.
  • the motor vehicle 1 shows an example of a drive train of a motor vehicle 1.
  • the motor vehicle 1 has four wheels 11, 12, 13, 14.
  • the wheels are each assigned a wheel brake 21, 22, 23, 24 and optionally in each case an electric hub motor 31, 31, 33, 34.
  • a generator 40 which can impose a decelerating torque on a crankshaft 101 (not shown).
  • the generator 40 may also be designed as a starter generator. When the generator imposes a decelerating torque, it generates energy that can be stored in energy storage (not shown). This process is called recuperation.
  • An internal combustion engine 100 generates a driving torque that is transmitted via the crankshaft 101 and an advantageously automated transmission 110 to a drive shaft 102 and further to a rear axle drive shaft 103.
  • An ESP controller 50 is provided to drive the brakes 21, 22, 23, 24.
  • the ESP controller 50 receives from a yaw rate sensor 60 a signal representing a current actual yaw rate of the motor vehicle 1. If the actual yaw rate assumes an implausible, erroneous value, the ESP control unit 50 can be set up to apply the brakes 21, 22, 23, 24 in this way. control that a yaw moment is generated to translate the implausible actual yaw rate into a non-critical range. This is called ESP control intervention.
  • the ESP control unit 50 can communicate with an engine control unit 98.
  • This communication relationship 51 can be constructed, for example, via a suitable bus system such as CAN or FlexRay.
  • the engine controller 98 receives a yaw rate warning signal in which it is coded whether an ESP control intervention is present and / or whether the determined yaw rate is implausible or erroneous.
  • this information can be provided in various forms, e.g. as a special bit combination in a message or via the sending of actual and target yaw rates or similar.
  • communication over the communication link 51 is timed, e.g. periodically.
  • a period may e.g. 10 ms or 20 ms.
  • use of Andungs CRC and / or message counters and / or other known end-to-end hedges is advantageous.
  • the engine control unit 98 receives from sensors, for example, a temperature sensor 71 and an air mass meter 72, signals about the actual operating state of the internal combustion engine 100, the motor vehicle 1 and the environment. These signals are received by an input interface 96. There, the engine controller 98 may also receive the yaw rate warning signal.
  • an electronic storage medium 99 for example, a computer program is stored that executes the inventive method when it expires. In the execution of the method, control variables such as, for example, a target ignition angle ZW and / or a desired opening degree alpha of a throttle valve (not shown) are communicated to the internal combustion engine 100. This transmission takes place via an output interface 95.
  • the generator 40 receives a torque M to be recuperated, a transmission control device 120 controlling the transmission 110, for example, information about the necessity of a gear change.
  • FIG. 2 shows information flows within the engine control unit 98. Via the input interface 96, the engine control unit 98 receives input quantities xi.
  • the input interface 96 transmits the input quantities xi to a function block 1000, eg, determined in a conventional manner as a function of the input variables xi output variables.
  • These output variables are usually values of a setpoint control xs, with which the internal combustion engine 100, the starter-generator 40 and the motors 31, 32, 33, 34 are controlled.
  • the input variables xi and the desired control xs are thus to be understood as tuples of a multiplicity of values.
  • the input interface 96 transmits the received yaw rate warning signal 96 to a check block 1010.
  • the check block 1010 is advantageously shielded from errors in the function block 1000 by freedom-from-interference measures, for example, by executing the functions performed by it on another processor core of the controller 98 It may also be provided that the check block 1010 and the function block 1000 use a double file for the data you have read and / or written when accessing the electronic storage medium. Furthermore, it can be provided that the monitoring block 1010 and / or the function block 1000 are protected by control flow-checking mechanisms.
  • the check block 1010 is configured to check whether or not there is a warning in the yaw rate warning signal gws.
  • the yaw rate warning signal comprises two bits: a first bit indicating whether the actual yaw rate detected by the yaw rate sensor 60 assumes an erroneous value, and a second bit indicating whether a control intervention of the ESP controller 50 exists.
  • the yaw rate warning signal gws it is also possible for the yaw rate warning signal gws to transmit the actual yaw rate. If the check block has decided that the warning is present, a warning message wm is sent to a response block 1020. Further, a control block 1030 is provided.
  • the control block 1030 and / or the response block 1020 may be shielded and secured against faults in the functional block 1000.
  • the function block 1000 does not necessarily place the desired control xs on the reaction block 1020.
  • Function block 1000 and / or check block 1010 and / or reaction block 1020 and / or control block 1030 are placed on separate controllers.
  • the function block 1000 determines a modified output variable xsm, that is to say a modified setpoint control xsm with which the internal combustion engine 100, the starter generator 40 and the motors 31, 32, 33, 34 are actuated.
  • the modified setpoint control xsm is advantageously determined as a function of the setpoint control xs and modifies this setpoint control xs in such a way that the components controlled by the setpoint control xs do not generate a yaw moment that is greater than the summation yaw momentum limit value.
  • the determination of the modified setpoint control xsm can possibly take place with recourse to the function block 1000.
  • the setpoint control xs is not modified, ie the modified setpoint control xsm is equal to the setpoint control.
  • the modified nominal control xsm is then transmitted to the output interface 95.
  • the modified setpoint control xsm like the setpoint control xs, is to be understood as a tuple.
  • the yaw rate warning signal gws does not send the corresponding message only when the actual yaw rate is detected as defective, but rather that a plurality of warning thresholds are provided, whereby the yaw rate warning signal gws transmits which of these thresholds exceeds the actual yaw rate.
  • the transmission of the warning message wm and the determination of the setpoint control xsm are then advantageously also stepped, so that a smooth transition of the motor vehicle 1 from a mode without modification of the setpoint control xs takes place in a mode with modification of the setpoint control xsm.
  • the control block 1030 is provided, which receives the yaw rate warning signal from the input interface 96, and from the function block 1000, the target drive xs and from the reaction block 1020 the modified target drive 1030.
  • the control block 1030 checks the operation of the verification block 1010 and the reaction block 1020. For this purpose, it transmits the function block 1000 an intervention signal ns. If the control block 1030 determines that there is an error, it may provide the function block 1000 with a suitable ns input signal, whereupon the function block 1000 may take appropriate action to activate, for example, a limp home mode.
  • FIG. 3 shows a method of determining whether the warning is present or not. The method advantageously proceeds in the verification block 1010.
  • the yaw rate warning signal gws is received.
  • step 3030 a check is made to see if the yaw rate warning signal gws indicates that the actual yaw rate of the motor vehicle 1 is taking an erroneous value. If so, step 3020 follows, otherwise step 3040 follows.
  • step 3020 it is decided that there is a warning. Following is step 3050, in which reaction block 1020 receives the warning message wm. At step 3040, the process ends.
  • FIG. 4 shows a flowchart for a method for carrying out a response to the warning message wm. This process advantageously proceeds in reaction block 1020.
  • a first step 4000 the signal containing the information whether or not the warning message wm is received is received.
  • step 4010 it is checked whether the warning message wm is present. If this is the case, step 4020 follows, in which the modified setpoint control xsm is determined. Otherwise, step 4030 follows, ending the procedure.
  • step 4020 one or more of the following measures may be used in determining the modified target drive xsm.
  • the modified setpoint control xsm can be determined such that a nominal recuperation power transmitted by the output interface 95 of the electric machine (40) can be limited such that it does not exceed ßer is, as the recuperation limit, which is stored for example in the electronic storage medium 99.
  • the modified setpoint control xsm can be determined such that the driving (positive) torque impressed on the rear axle of the motor vehicle 1 by the electric motors 32, 34 and of the internal combustion engine 100 is determined.
  • the recuperation threshold may then be selected so that the braking (negative) torque applied by the starter generator 40 to the rear axle is not greater than the driving torque, so that the sum torque is positive as the sum of driving and braking torque.
  • the modified setpoint control xsm can be selected so that the recuperation mode of the starter-generator 40 is electrically deactivated.
  • the modified desired control xsm can be selected such that the same applies to all wheels 11, 12, 13, 14 of the electric motors 31, 32, 33, 34, the internal combustion engine 100 and the starter-generator 40 (sums -) torque is impressed.
  • the modified desired control xsm can be selected such that a left-hand sum torque of the electric motors 33, 34 of the starter-generator 40 and of the internal combustion engine 100 imprinted on the left wheels 13, 14 of the motor vehicle 1 is the same a right-hand sum torque impressed on the right wheels 11, 12 of the motor vehicle 1, electric motors 31, 32, the starter-generator 40 and the internal combustion engine 100th
  • the modified setpoint control xsm can be selected such that a command is transmitted to the transmission control unit 120 for not performing a gear change in the transmission 110.
  • FIG. 5 shows a flow chart for a method for checking whether the limitation of yaw moment imposed by the propulsion components 31, 32, 33, 34, 40, 100 is functioning properly. This method advantageously proceeds in control block 1030.
  • Step 5000 marks the start of the procedure.
  • the engine control unit 98 transmits to the ESP controller 50 a request to perform a yaw torque limit function test and to transmit an ESP control action.
  • the engine controller 98 receives the yaw rate warning signal gws from the ESP controller 50 (eg, in response to the request sent in step 5010).
  • the yaw rate warning signal gws also includes a test signal indicating whether a test mode is actually present or not. This test signal is not evaluated by the control block 1010.
  • step 5030 it is checked whether the test signal contains the information that the test mode is actually present and whether the yaw rate warning signal contains the information that there is an ESP control intervention. If so, it follows
  • Step 5040 otherwise step 5080, at which the method ends.
  • control block 1030 transmits the request to the function block 1000 to predefine the desired control xs in such a way that a yawing moment would be generated when this setpoint control xs is implemented.
  • step 5050 it is checked whether the target drive xs actually assumes values that would generate a yaw moment and whether the modified setpoint drive xsm is different from the setpoint drive. If so, step 5060 follows, otherwise step 5070.
  • step 5060 it is assumed that the monitoring block 1010 and the reaction block 1020 are functioning properly, and the method ends.
  • an error response is initiated, for example, by communicating to function block 1000 the command to initiate a limp home mode.
  • an error counter is incremented and this error reaction is only initiated when the error counter exceeds a predefinable error limit.

Abstract

Procédé permettant de faire fonctionner de manière sûre un véhicule à moteur (1) pourvu d'un système de commande de véhicule qui comporte une première unité de régulation de la propulsion (98) commandant des premiers composants (31, 32, 33, 34, 40, 100), selon lequel l'unité de régulation de la propulsion (98), lorsqu'elle reçoit une alarme dans un signal d'alarme de vitesse de lacet, commande les premiers composants (100, 40) de manière telle qu'un couple de lacet cumulé produit par l'ensemble des premiers composants (100, 40) n'est pas supérieur à une valeur limite de couple de lacet cumulé.
PCT/EP2016/053014 2015-03-03 2016-02-12 Procédé et dispositif permettant de constater s'il existe ou non un état de défaillance dans un véhicule automobile WO2016139048A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
KR1020177028121A KR102496881B1 (ko) 2015-03-03 2016-02-12 자동차 내에 오류 상태가 존재하는지의 여부를 결정하기 위한 방법 및 장치
CN201680013715.8A CN107278190B (zh) 2015-03-03 2016-02-12 用于确定在机动车中是否存在故障状态的方法和装置

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015203782.7 2015-03-03
DE102015203782.7A DE102015203782A1 (de) 2015-03-03 2015-03-03 Verfahren und Vorrichtung zum Feststellen, ob in einem Kraftfahrzeug ein Fehlerzustand vorliegt oder nicht

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WO2016139048A1 true WO2016139048A1 (fr) 2016-09-09

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KR (1) KR102496881B1 (fr)
CN (1) CN107278190B (fr)
DE (1) DE102015203782A1 (fr)
WO (1) WO2016139048A1 (fr)

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DE102018215557A1 (de) * 2018-09-12 2020-03-12 Volkswagen Aktiengesellschaft Steer-by-wire-Lenksystem für ein Kraftfahrzeug und Verfahren zum Betreiben eines Steer-by-wire-Lenksystems für ein Kraftfahrzeug

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