WO2019003211A1 - Attributions de frein d'embrayage et commandes de force - Google Patents

Attributions de frein d'embrayage et commandes de force Download PDF

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Publication number
WO2019003211A1
WO2019003211A1 PCT/IB2018/054875 IB2018054875W WO2019003211A1 WO 2019003211 A1 WO2019003211 A1 WO 2019003211A1 IB 2018054875 W IB2018054875 W IB 2018054875W WO 2019003211 A1 WO2019003211 A1 WO 2019003211A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
force
brake
powertrain
drive
Prior art date
Application number
PCT/IB2018/054875
Other languages
English (en)
Inventor
Conor DODD
Terry NOSTRANT
Nicholas JELEN
Graeme Harley WESTON
Benjamin Wagner LA BELLE
Original Assignee
Eaton Intelligent Power Limited
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 Eaton Intelligent Power Limited filed Critical Eaton Intelligent Power Limited
Publication of WO2019003211A1 publication Critical patent/WO2019003211A1/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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18118—Hill holding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/06—Hill holder; Start aid systems on inclined road

Definitions

  • a method for autonomous vehicle control comprises receiving one user input command selected from one of a zero input, a drive input to a powertrain of the vehicle, and a brake input to the brake system of the vehicle as a baseline force Fo for positioning the vehicle.
  • Data for external force F ex ternai acting on the vehicle are received.
  • External force F ex ternai and baseline force Fo are mapped autonomously to blend brake force FBrake and drive force FDrive for positioning the vehicle.
  • a brake force FBrake and a drive force FDrive are selected from the mapping to position the vehicle.
  • the brake force FBrake and the drive force FDrive together supply at least the baseline force Fo of the user input command.
  • the drive force FDrive is supplied to the vehicle powertrain and the brake force FBrake is supplied to the vehicle brake system to position the vehicle.
  • the method further comprising processing the one received user input command to determined which of the powertrain and the brake system the user input command is directed to; determining that the one received user input is directed to the powertrain; and implementing primary powertrain control protocol and subordinating brake system control protocol as secondary to the powertrain control protocol so that the vehicle responds to the user input command with drive force FDrive mapped to brake force FBrake for providing vehicle control for pacing applications.
  • the method further comprising processing the one received user input command to determine which of the powertrain and the brake system the user input command is directed to; determining that the one received user input is directed to the brake system; and implementing a primary brake system control protocol and subordinating a powertrain control protocol as secondary to the brake system control protocol so that the vehicle responds to the user input command with brake force FBrake and drive force FDrive mapped for vehicle control for positioning applications.
  • the method further comprising implementing a clutch protection protocol comprising monitoring the received user input command to determine if the user input command with respect to the drive input or the brake input is being held at a steady state; detecting that the user input command with respect to the drive input or the brake input is being held at a steady state; and adjusting the drive force FDrive and the brake force FBrake to increase the brake force FBrake and decrease the drive force ⁇ Drive ⁇
  • selecting the drive force FDrive to supply to the vehicle powertrain comprises calculating a clutch torque command, and wherein the clutch torque command is a sum of a torque derived from the user input command, a torque derived from external force Fextemai, and an adaptive torque derived from vehicle system feedback loops.
  • the method further comprising applying a brake failsafe, comprising steps of sensing that the vehicle has stopped moving or sensing that a transmission of the vehicle is shifting, and selecting a greater brake force FBrake to supply to the vehicle brake system.
  • the method further comprising sensing a low traction condition as one of the external force Fextemai; and selecting a brake force FBrake to apply to the brake system that results in a constant drag force being applied to wheels of the vehicle.
  • a brake force FBrake to apply to the brake system that results in a constant drag force being applied to wheels of the vehicle.
  • the method further comprising: detecting a steep grade as an external force Fextemai; detecting an insufficient user input command to control the vehicle on the steep grade; and adjusting one or both of an engine speed of an engine in the powertrain or a transmission gear of a
  • the powertrain comprises an automated transmission
  • the method further comprising simulating a driveline comprising a torque converter by constantly supplying drive force FDrive to the powertrain even when the user has selected one of the zero input or the brake input as the user input command.
  • the powertrain comprises a torque converter between an engine and a transmission
  • the method further comprising simulating a driveline comprising an automated transmission with a dry clutch by constantly supplying brake force FBrake to the powertrain even when the user has selected one of the zero input or drive input as the user input command.
  • the powertrain comprises an automated transmission
  • the method further comprising simulating a driveline comprising a hydrostatic drive by automatically supplying brake force FBrake to the powertrain if the user does not select drive input as the user input command.
  • a method for autonomous vehicle control can comprise receiving one user input command selected from one of a zero input, a drive input to a powertrain of the vehicle, and a brake input to the brake system of the vehicle as a baseline force Fo for positioning the vehicle.
  • Data for an external force F ex ternai acting on the vehicle is received.
  • the external force Fexternai and the baseline force Fo are mapped autonomously to derive acceleration force and deceleration force for positioning the vehicle.
  • a brake force FBrake and a drive force FDrive are selected from the mapping to position the vehicle, where one of the brake force FBrake and the drive force FDrive together with the external force supply at least the baseline force Fo of the user input command.
  • One of the drive force FDrive to the vehicle powertrain and the brake force FBrake to the vehicle brake system are supplied to position the vehicle with the external force.
  • the other one of the drive force FDrive and the brake force FBrake is discarded.
  • Another method for autonomous vehicle control comprises receiving one user input command selected from one of a zero input, a drive input to a powertrain of the vehicle, and a brake input to the brake system of the vehicle as a baseline force Fo for positioning the vehicle.
  • Data is received for an external force ⁇ external acting on the vehicle.
  • the external force ⁇ external and the baseline force Fo are mapped autonomously to derive acceleration force and deceleration force for positioning the vehicle.
  • a brake force FBrake and a drive force FDrive are selected from the mapping to position the vehicle, where both of the brake force FBrake and the drive force FDrive together with the external force supply at least the baseline force Fo of the user input command.
  • the drive force FDrive to the vehicle powertrain and the brake force FBrake to the vehicle brake system are supplied to position the vehicle with the external force.
  • Figures 1-11 illustrate allocator mappings.
  • Figures 12A & 12B provide a schematic example of an autonomous system.
  • Figure 13 illustrates a prior art problem of vehicle rollback.
  • Figure 14 illustrates how the autonomous system can be implemented to prevent vehicle rollback.
  • Figures 15A & 15B are alternative methods for comprises calculating a clutch torque command.
  • Figures 16 & 17 are alternative methods for maneuvering modes.
  • Figure 18 is a method for selecting a primary control device from a user input command.
  • Figure 19 illustrates alternative brake pressure versus clutch torque curves.
  • Figure 20 provides an example for "blended pedal” control for combining drive force FDrive and brake force FBrake for a launch-then-stop maneuver with primarily clutch driven control (drive input as the primary user input command).
  • Figure 21 shows a curve for clutch position versus percent brake application to define an amount of clutch torque to apply for a given brake pedal position and sensed conditions.
  • Figure 22 provides an example for "blended pedal” control for combining drive force FDrive and brake force FBrake for a launch-then-stop maneuver with primarily brake driven control (brake input as the primary user input command).
  • Figure 23 shows aspects of a clutch protection strategy.
  • an "accelerator pedal position” or a “throttle pedal position” are used, or a throttle is referred to as an accelerator.
  • a vehicle can comprise a controllable throttle 14 in the form of a flap or valve that lets more air in to the engine for combustion.
  • the throttle 14 can be linked to a pedal, referred to as an accelerator pedal 15 or throttle pedal.
  • the increased air leads to increased acceleration.
  • other acceleration control techniques can be used, such as increased fuel injection, increased engine speed, among others. Whether referred to as a throttle or accelerator, positive
  • An accelerator pedal 15 can be a primary input for the driver upon which to base the clutch-based control. While it is possible to control only torque transfer across the clutch and implement the various maneuvering mode alternatives discussed herein, it is to be understood that other features of the powertrain can be used in concert with the clutch 12 to implement "clutch-based" control. It is convenient to mention the clutch in
  • clutch position in discussions below can encompass other torque transfer device positions, such as power transfer unit, differential, rear drive unit, etc.
  • the clutch torque command can be replaced in the logic with powertrain torque transfer commands, and the related powertrain components can be controlled in lieu of the clutch and in consideration of the alternative use of a clutch substitute.
  • these powertrain torque transfer commands can be represented by the drive force FDrive discussed in more detail below, with the clutch torque command or its equivalent comprising an aspect of the drive force.
  • the brakes 8 are another force-transferring aspect of the vehicle, but the brakes control is to be considered a deceleration force provider and an agonist to the drive force FDrive.
  • the brakes can comprise disc brakes, drum brakes, air brakes, among others.
  • the mechanisms in the vehicle that supply the drive force FDrive and the brake force Fbrake are controllable by the driver directly or at least by control of an actuator in the autonomous system. While a driver can configure a vehicle to have certain characteristics as external forces, external forces F ex ternai are not directly controlled during driving by the driver or the autonomous system. Examples comprise drag, traction, wind speed, load, grade, among others. A driver can load the vehicle to a particular weight or select tires of a particular friction coefficient, but the load and tires become aspects of external forces because the driver and onboard computer of the autonomous system react to those forces rather than control them.
  • an adaptive clutch controller for low- speed maneuvering.
  • Automated transmissions are often used in vocational applications where the vehicle is required to move forward very slowly, in order to either position on an exact spot or keep pace with slow-moving construction equipment. This can be difficult without direct control of the clutch, which is not possible with two-pedal AMTs (brake pedal and accelerator pedal with no clutch pedal).
  • the instant application assists the driver by controlling vehicle speed electronically.
  • the control methods can be applied to a variety of vehicles, including single pedal vehicles, 2-pedal vehicles, and triple-pedal vehicles.
  • a programmable controller 10000 comprising at least a processor, memory device, and programming stored in the memory device can aid the driver in maintaining a slow creep speed when the programming is executed by the processor.
  • the controller uses environmental inputs, learned values, and driver inputs together to learn and provide the amount of clutch torque that the driver wants. This allows the vehicle to be controlled with much greater confidence.
  • the programmable controller 1000 can comprise a programmable clutch controller 1012 that is designed specifically to assist with low-speed maneuvering.
  • the output of the programmable clutch controller is a torque command to the clutch and a speed command to the engine.
  • additional powertrain controllers and commands are optional to include.
  • an exemplary clutch control portion of the programmable controller 1000 in the form of programmable clutch controller 1012, contains three primary torque estimation mechanisms. Each of the torque estimation mechanisms is weighted and added together to produce the final clutch torque command.
  • An accelerator pedal position controller 1501 is a subcomponent of the programmable clutch controller 1012. This controller provides a clutch torque estimation as a direct function of accelerator pedal position, the accelerator pedal position being an input to the controller.
  • a pedal depression sensor 151 can be arranged on the pedal 15 or pedal linkage to sense the pedal depression. Extent of depression, force on the pedal, rate of change of pedal position, among other parameters can be sensed.
  • the accelerator pedal position controller 1501 enables accelerator- based methods to provide torque based on the accelerator pedal input. These methods provide torque as a direct function of the position of the accelerator pedal 15 for responsiveness. These methods can also provide torque as a function of accelerator pedal position over time in order to encourage less throttle use.
  • An environment-based torque controller 1503 is a subcomponent of the programmable clutch controller 1012. Several sensors provide inputs to this controller. If a mechanism is not a controllable aspect of the maneuvering mode methods disclosed herein, and the mechanism reacts to the commands of autonomous system implementing the maneuvering mode methods, then that mechanism becomes an environmental factor and a contributor to external forces Fextemai to be measured and accounted for as part of the forces working on the vehicle. If the mechanism is controllable, then it can be monitored and controlled as part of the autonomous system and can be part of the Y-axis forces discussed with respect to Figures 1-1 1. Environment-based vehicle sensors can comprise such as grade sensors, vehicle weight, load weight, direction sensors, traction sensors, among others.
  • Inputs can comprise grade (angle at which the vehicle is positioned), gross weight, vehicle weight, load weight, direction of vehicle travel (up a gradient or down a gradient), mu slip, among others.
  • Additional vehicle sensors can assist in calculations related to environment-based calculations and can comprise those configured to monitor transmission gear ratio, rate of change, engine speed, wheel speed, axle speeds, among others. As one example, if the axle speeds and wheel speeds have variance, a slip can be indicated. As another, a rate of change of vehicle speed that is at variance with the transmission gear selection can indicate a roll-away vehicle.
  • the environment-based torque controller 1503 enables environment- based methods to estimate an amount of clutch torque based on the environmental inputs. This allows the vehicle to hold position on a grade by, for example, slipping the clutch. Another aspect of the environment-based methods allows the driver to use the same throttle position to control the vehicle no matter what the grade. As another example, the same accelerator pedal position can accelerate the vehicle at the same rate whether at a positive or negative 20 percent grade.
  • the adaptive torque controller 1505 is a subcomponent of the programmable clutch controller 1012. This controller is comprised of learning algorithms and it receives feedback to correct for errors in the environment-based torque controller's estimate of clutch torque output.
  • the adaptive torque controller 1505 can implement ("Proportional, Integral, Derivative") PID controllers to automatically control vehicle speed and acceleration, helping the driver move the vehicle at a constant slow speed even with imperfect throttle control. With inputs shared between the environment-based torque controller 1503 and the adaptive torque controller 1505, the adaptive torque controller 1505 can be programmed to issue clutch torque estimations to move the vehicle in the desired direction at the desired speed. Additional control programming can control the rate of acceleration and deceleration to avoid quick changes in the rate of acceleration and
  • the three clutch torque estimations from the accelerator pedal position controller 1501 , the environment based torque controller 1503 and the adaptive torque controller 1505 can be combined in a summing block to result in a final clutch torque command 1507.
  • the final clutch torque command 1507 can be issued from the programmable controller to the clutch 12 to control the clutch position.
  • an engine controller 1010 can be programmed to control engine speed for the purpose of obtaining a better feel for the driver.
  • the programming can detect via sensors or predict via processed vehicle parameters the likelihood of judder by monitoring the oscillations on the input shaft. In the case of predicting judder, the programming can receive data inputs for clutch torque, clutch slip speed, and clutch temperature. The likelihood of judder can be modelled and predicted in real time. The programming can raise engine speed based on throttle position, and do so automatically in order to prevent clutch hopping. This helps replicate the feel of a torque-converted transmission on an AMT.
  • the engine controller 1010 can be programmed to increase the engine speed so that the clutch can't grab the flywheel 11 and cause "clutch hopping" or "judder.”
  • the engine controller 1010 can increase engine speed of engine 10 while simultaneously the clutch controller 1012 opens the clutch 12. The judder behavior can be stopped or prevented with no change in vehicle speed.
  • FIG. 15B a brake-pedal based urge-to-move controller is shown for outputting a clutch torque command 1507 for a dry-clutch AMT.
  • a brake-pedal based urge-to-move controller is shown for outputting a clutch torque command 1507 for a dry-clutch AMT.
  • the nature of the clutch control and brake control changes based on whether the driver uses the accelerator pedal 15 or brake pedal 16 as the primary control input. While Figure 15A accounts for the user selecting the accelerator pedal 15 as the primary input, Figure 15B accounts for the user selecting the brake pedal 16 as the primary control input.
  • Alternate decision trees such as Figures 16 & 18, can be implemented so that the programmable controller 1000 implements the appropriate control strategy, as by decision 1611 to determine the primary controller designation or decision 1801 for selecting the primary control device.
  • Programmable clutch controller 1012 can implement the controller combination of Figure 15A or 15B as a result of the decisions 1611 or 1801.
  • a brake pedal position controller 1502 works in concert with the environment-based torque controller 1503 and adaptive torque controller 1505 to result in a combined clutch torque command 1507.
  • One or both of programmable controller 1000 and programmable clutch controller 1012 can comprise allocation programming or dedicated circuitry with selectable chip processors to enable implementation of the controller combination of Figure 15A or 15B.
  • the system is configured to automatically actuate the clutch and brakes to allow the driver to maneuver using either accelerator or brake pedal.
  • the autonomous system is also configured to hand off from one control style to the other. For example, it can be difficult to control a vehicle via brake pedal for a long time, so a user can switch from brake pedal as the primary input to the accelerator pedal as the primary input. Such a switch can be autonomously detected, or the user can actuate a selector 112 to affirm the choice to switch over.
  • Programmable controller 1000 is designed for an AMT for this low- speed maneuvering to modulate clutch torque and brake pressure concurrently in order to allow the vehicle to maneuver confidently on grades.
  • the methods of operation are selectable based on whether the driver would like to maneuver using the brake pedal 16 or the throttle pedal (accelerator pedal 15) as their primary control input.
  • the brake pedal 16 is selected as the primary input, the system will provide clutch torque to clutch 12 based on the brake pressure being applied to brake pedal 16.
  • the controller can be designed so that as greater brake pressure is applied, clutch torque is reduced, and vice versa.
  • Figure 19 shows examples of two curves relating clutch position and brake torque. The relationships are calibratable, as will be discussed more below.
  • the vehicle can adjust automatically in response to commands from the programmable controller. For example, the vehicle can begin to move while the brakes are lightly applied. The curve can shift between the solid line and the dashed line if the gross weight of the vehicle changes, as by change in vehicle load.
  • the clutch torque command 1507 can be selected such that the clutch is always transferring torque through the AMT, with the torque always trying to spin the wheels. This is like a torque converted driveline. However, raising the engine speed supplies more torque, whereas the in the torque converted driveline, moving the vehicle loses torque across the torque converter.
  • the AMT is more responsive and predictably so.
  • step 1801 a decision tree is shown, starting at a step 1801 where the programmable controller 1000 would need to decide which user input is the primary control device.
  • Decision block 1803 is for accelerator pedal position controlled steps while decision block 1804 is for brake pedal position controlled steps.
  • step 1805 has the programmable controller applying a clutch control protocol as the primary protocol, followed by the application of a secondary brake control protocol in step 1807.
  • the clutch 12 is controlled before the brakes 8.
  • An optional additional step 1809 can calibrate an accelerator pedal position so that the vehicle response is consistent regardless of environmental factors. So too, the brake pedal 16 can be tuned and customized via calibration.
  • the same brake pedal position can decelerate the vehicle at the same rate whether at a positive or negative 20 percent grade.
  • An aspect of consistent vehicle response can permit changes in grade, load, traction among others, but the accelerator pedal or brake pedal positions consistent supply a percentage acceleration or deceleration force despite the environmental changes. This eliminates user guess work. If the user wants a particular forward acceleration, then the user moves the accelerator pedal to the same location corresponding to that forward acceleration without accounting for changes in grade, traction etc.
  • the autonomous system accounts for the changes in grade, traction etc.
  • the programmable controller 1000 can comprise a pedal angle calibrator 2015 with programming configured to account for load, wheel slip, grade, among others, so that the user depresses the pedal the same distance under all operating conditions to move the same amount.
  • step 1811 a primary brake control protocol is applied followed by step 1813 for applying a secondary clutch control protocol.
  • a brake force can be applied or a brake pedal 16 position can be considered first by the programming steps, and the clutch 12 can be controlled in support of the braking function.
  • a low speed maneuvering can be accomplished by "riding the brake,” with deceleration inputs prioritized over clutch inputs to keep the vehicle in the low speed maneuver.
  • An example of the brake inputs being secondary to the clutch inputs can comprise where low speed maneuvering is accelerator pedal controlled and the brake forces are applied in a secondary capacity to slow the vehicle or add traction as by braking to add drag to the vehicle.
  • Programmable controller 1000 and its subcomponents can be configured to calibrate the amount of clutch torque applied to the clutch 12 so that the vehicle will always move in the desired direction once brake pressure on brake 16 is reduced below a tunable level. This will prevent vehicle rollback.
  • the clutch torque can hold the vehicle and in another aspect, the clutch torque can be controlled to cause a forward creep of the vehicle.
  • the programming can be configured to default to one or the other of the hold or creep options.
  • a selector 1 12 can be included in the vehicle to permit the user to select between the hold or creep options.
  • Such a selector 112 can comprise a switch, knob, dial, or the like.
  • selector 112 such as ultra-creep, traction control, wheel slip mitigation, or chuckhole mitigation and the like can also be included.
  • a driver can alternatively or additionally choose between accelerator pedal as the primary input or the brake pedal as the primary input.
  • Other selections can alternatively or additionally comprise selecting between "real feel" modes that apply the basic characteristics of an AMT or that simulate the feel of a hydrostatic drive, torque converter, or electric drive.
  • Creep, or pacing, operations have a greater amount of fidelity when using the accelerator pedal as the primary input and the autonomous system is configured to hold a constant low speed. Positioning operations benefit from having brake pedal input as the primary input.
  • the autonomous system enables placing the vehicle at an exact position with an ability to start and stop quickly.
  • the forward creep method allows the AMT to behave like a torque- converted automatic transmission. Since a torque converter is configured to transfer torque via viscous coupling at all times, it conveys torque in a flow-through manner.
  • the creep option enables the dry-clutch automated transmission to behave in a way that conveys torque despite that the user is not engaging the clutch via clutch pedal 17 or otherwise actively shifting the transmission 13.
  • the programmable controller 1000 and its subcomponents cooperate to provide an "urge-to-move" torque even while the brakes are applied. This is useful for fine positioning of a vehicle on grades.
  • a torque-converted driveline can be made to feel like an AMT driveline, as by applying a brake force Fbrake to simulate the opening and closing of the clutch of the AMT.
  • the system will apply clutch torque to the clutch 12 based on the position of the accelerator pedal 15 as in step 1805.
  • the various inputs collected above with respect to the environment-based torque controller 1503 can be shared with other controllers and subroutines, particularly here the inputs from the accelerator pedal depression sensor 251.
  • step 1807 the system will apply brake pressure to the brakes 8 automatically based on the torque being transferred through the clutch 12. This can be restricted so that the method is applied only if the clutch 12 is being used for maneuvering purposes and not shifting under other routines, such as manual driver inputted shifting via clutch pedal 17 or "button up” or “button down” commands.
  • the programmable controller 1000 can actively update stored logic or lookup stored values. In either case, the programmable controller 1000 can comprise a calibrated brake application curve so that the vehicle will move in the correct direction when clutch torque increases beyond a tunable point. Such curves are shown in Figure 19.
  • a vehicle comprising an automated transmission can simulate the feel and responsiveness of a driveline comprising a torque converter or a hydrostatic drive.
  • a driveline comprising a torque converter or hydrostatic drive can be controlled to simulate the feel and responsiveness of a driveline comprising an automated transmission.
  • the accelerator pedal as the primary controller method provides behavior that is similar to hydrostatic drives, where if throttle pedal is reduced beyond a certain point, the vehicle actively brakes to a stop and hold position without the brake pedal having to be pressed.
  • the torque converter pushes the vehicle forwards and the downgrade pushes the vehicle forward.
  • the accelerator pedal as the primary controller method and release the brake on a downgrade with the same acceleration that the torque converter would provide although by way of the dry clutch in the AMT.
  • a user can select between manual operation and the torque converter and hydrostatic drive simulation modes. This allows a dry-clutch automated transmission vehicle to offer a user the drive responsiveness of three different types of drivelines.
  • Selector 1 12 can be further configured to enable these user selections.
  • the programmable clutch controller 1012 can further vary the amount of torque provided based on clutch temperature and application time. This can be done as part of an applied clutch protection subroutine (Fig. 16, step 1623).
  • the subroutine can comprise
  • the programmable clutch controller 1012 will issue commands to slowly reduce the clutch torque at clutch 12 to avoid wear and reduce the load on the driveline 6. Concurrently, the
  • programmable controller 1000 will coordinate between the programmable clutch controller 1012 and a programmable brake controller 1008 to automatically apply brake pressure to brakes 8 to continue to hold position on a grade while the clutch 12 is cooling.
  • BUS, hard wiring, data sharing, allocation programming, among others are examples for facilitating the coordination among controllers.
  • Programmable controller 1000 can receive grade data in step 1601.
  • a decision step 1603 can determine if the vehicle is on a neutral grade, uphill grade, or downhill grade, and the steepness of the uphill or downhill grade.
  • Other external forces data can be collected in step 1613, and that data can comprise more or less of the same data collected for the environment based torque controller 1503 discussed above, including that collected by sensor block 3000.
  • a baseline force, Fo can be computed in step 1605. The baseline force Fo computation can occur before or after a primary controller designation is made in decision block 161 1.
  • Accelerator pedal depression sensor 251 can supply data similar to above so that programmable controller 1000 receives accelerator pedal data in step 1607.
  • Brake pedal depression sensor 261 can likewise collect brake pedal data (for example pedal angle, rate of change of pedal motion ("stomping"), pedal stiffness, linkage motion, among others) so that the programmable controller 1000 receives brake pedal data in step 1609 for decisions in block 1611.
  • brake pedal data for example pedal angle, rate of change of pedal motion ("stomping"), pedal stiffness, linkage motion, among others
  • programming can be said to comprise clutch-driven control, with a clutch position determined in step 1615 for transferring appropriate acceleration from the engine 10 to the clutch 12.
  • the clutch position can be determined using data on the accelerator pedal position and the clutch torque required to move the vehicle.
  • the brakes can be applied automatically in step 1617.
  • the brake position is chosen after the clutch position is chosen, and the brakes are applied automatically to track application of the clutch position.
  • the clutch 12 can open (release from the flywheel 11) as the brakes are applied, and the clutch 12 can close against the flywheel 11 as the brakes 8 are released.
  • the example assumes a biased-closed clutch, though a biased-open clutch can be programmed for.
  • the effect of the clutch-driven control is to create an effect similar to hydrostatic drives. If the throttle pedal is released, the vehicle will actively slow to a stop instead of simply coasting. This method would allow the driver to perform pacing operations on a hill without having to use the brake pedal. Depressing the accelerator pedal 15 creeps the vehicle for the pacing operation, and the programming applies the brakes 8 automatically without brake pedal 16 input.
  • the system will automatically activate the brakes 8 to hold the vehicle and prevent rollback.
  • the autonomous system will also activate if the clutch 12 cannot close due to the transmission 13 shifting.
  • Figure 20 provides a launch-then-stop example where the driver is only using the throttle pedal (accelerator pedal 15).
  • the autonomous system eliminates the need for "2-pedaling" and juggling among the clutch pedal 17 (or button-up or button-down functionality or joystick), brake pedal 16, and accelerator pedal 15. If a driver uses only one or the other of the accelerator pedal or the brake pedal, both drive forces and brake forces can be controlled by the autonomous system.
  • An uphill grade is detected via received grade data and the programming decides the vehicle is on a grade.
  • Other external forces data such as payload, traction or slip, among others is factored in to determining a baseline force Fo.
  • the driver comes from a stop to a launched condition.
  • the launched condition can comprise a creep or pacing operation.
  • the accelerator pedal 15 is used by the driver via the received accelerator pedal data, and the accelerator pedal 15 is designated the primary controller.
  • the programming comprises brake 8 control and clutch control to facilitate the launch.
  • the brake pressure begins at a high level, because the vehicle was at a stop. Even with the driver controlling the vehicle via only the accelerator pedal, the autonomous system controls the brake force to avoid rollback. As the brake pressure drops, the accelerator position increases and the vehicle speed creeps until the next stopped condition is desired, at which point the accelerator pedal position returns to a position indicating no driver input. Controlled stopping occurs, where the vehicle speed indicates continued motion due to momentum or other forces, after the accelerator pedal is released.
  • the autonomous system takes the momentum and the grade in to account as external forces F&dernai and uses the grade to decelerate the vehicle prior to actuating the brakes. Before the vehicle can roll backwards, the brake position moves from a zero position to a highly applied position to hold the vehicle at the second on-grade location.
  • Brake-driven control can be indicated by receiving brake pedal data in step 1609 and by designating the brake as the primary controller in decision block 1611. While the effect of the clutch-driven control is to create an effect similar to torque converters, the brake driven control differs from a torque converter.
  • the brake driven control system will actively apply torque against brake application. By applying acceleration torque against the brakes 8 it gives the driver confidence that the vehicle will move before the driver releases the brakes fully. It also allows the vehicle to move quickly without delay. This strategy enables very precise positioning operations on grades. Aspects of the brake-driven control can be implemented without a programmable brake controller 1008 if the brakes 8 are not calibrated or adjusted in addition to the user input.
  • commands can be issued to the brakes, but discarded, and the vehicle still has enhanced responsiveness and operability because the clutch torque commands control acceleration forces FAccei while the driver provides manual brake pedal input.
  • the programmable brake controller 1008 is necessary for aspects of the clutch protection programming of step 1623.
  • step 1619 the brake pressure is applied by the brake system based on brake pedal position. Clutch torque is applied based on brake pressure. So, in step 1621 , clutch position is adjusted in consideration of the applied brake pressure of step 1619. As brake pressure increases, the clutch opens. As brake pressure decreases the clutch closes. An example correlation between clutch position and percent of brake application is shown in Figure 21.
  • the autonomous system provides torque via the clutch position based on a calibratable curve.
  • the curve defines the amount of clutch torque to apply for a given brake pedal 16 position for given environment based data sensed as above, including data collected via sensor block 3000.
  • the environment based data can be processed and received as external forces data in step 1613.
  • the sensed vehicle environment can result in forces, called external forces Fextemai, that are applied to the vehicle in addition to those forces supplied by the brakes 8 or the clutch 12 (brake forces FBrake and drive forces FDrive) .
  • the sensed brake pedal depression (via sensor 261) can yield data for the percent that the brakes 8 have been applied at wheels 9.
  • the calibratable curve can be adjusted for the environment based data that is sensed so that the clutch position changes as the external forces data changes.
  • the system can adapt the curve in order to ensure the vehicle begins to move slowly on the grade at a desired brake pedal position.
  • a clutch protection subroutine can be applied in step 1623.
  • the clutch protection subroutine can be a separate clutch protection controller 1212 within programmable controller 1000 or it can be integral with the programmable clutch controller 1012 and programmable brake controller 1008. It is drawn as a separate controller with alternatives comprising at least allocation programming and integration programming. Regardless of the control method used, it is necessary at times to take action to keep the clutch from overheating. The system can take this action when the vehicle is stopped by shifting the task of holding vehicle position from the clutch 12 to the brakes 8. Instead of clutch torque holding the vehicle, brake pressure holds the vehicle position.
  • the vertical axis in Figure 23 has a zero position and more negative clutch positions indicate the clutch is more open, while more positive brake pressure values indicate the brake pressure has increased (brake position is more closed).
  • the rate at which clutch torque is decreased is dependent on the clutch temperature. So if the clutch is hot, it is possible that in response to sensing a high predetermined clutch temperature, the clutch position can be opened more aggressively (steeper slope) beginning at time t 2 . To hold the grade, the brake pressure must likewise more aggressively (steeper slope) close, with the brake pressure ramping to close the brakes 8 at time t3 so that the brake pressure is maximized prior to the clutch position ramping to fully open at time t 4 . The vehicle position is thereby held by the brakes 8 before the clutch 12 is fully open for cooling. The autonomous system then continues to hold vehicle position using the brakes 8, allowing the clutch 12 to cool.
  • the autonomous system can aggressively revert by time t6 to the selected brake pedal or accelerator pedal control method while continuing to hold position. Vehicle use can continue in various ways at time t 7 .
  • Additional aspects of vehicle control are described, including methods for controlling the longitudinal acceleration of a truck at very low speeds to enable precise maneuvering and positioning. Positioning at steep grades, where even the most skilled drivers suffer unintended rolling, is enabled with great vehicle control and predictable vehicle responsiveness.
  • the methods are applicable to multiple vehicle architectures, (AMT, torque converter, hydrostatic drive), and operating conditions (positive or negative grade, sand, slip, various loads, etc.).
  • the methods can combine two modes of operation (braking and accelerating) in to a
  • the brake and acceleration no longer require mutually exclusive operation.
  • the techniques disclosed enable use of brake forces FBrake and drive forces FDrive in ways that human operators cannot operate the vehicle. Even with a brake pedal and accelerator pedal available to a driver, typical operation by one of ordinary skill uses only one or the other of the pedals, and not both simultaneously, and not simultaneous use of a clutch pedal, brake pedal and accelerator pedal.
  • the autonomous system disclosed herein improves vehicle handling beyond that which a driver of ordinary skill can currently provide by mapping drive forces FDrive, brake forces FBrake, deceleration forces FDecei, and acceleration forces ⁇ Accel ⁇
  • the disclosed vehicle control provides consistent vehicle behavior regardless of grade or drag. For example, the same accelerator pedal position from the driver would always result in the same vehicle acceleration or deceleration rate regardless of being on a steep downgrade, flat ground, or upgrade.
  • the blended pedal aspect of combining clutch and brake control autonomously also prevents the vehicle from rolling in the wrong direction on grades.
  • the autonomous system comprises embedded programming and controllers which define a specialized "Maneuvering Mode" to be activated when precise vehicle maneuvering is required.
  • This programming may reside fully on a transmission controller, on a generic vehicle controller, or split up with certain functions allocated to different controllers. Not all functions listed above and below are required for the system to be implemented but all may be used together as part of the implementation of the "Maneuvering Mode".
  • the system can be programmed in to new vehicles or can be enabled on existing vehicles as part of an aftermarket distribution program such as an over-the-air broadcast or downloadable product.
  • a dongle or brake system CPU can be included with the patch harness to facilitate a retrofit.
  • USB, CD, cell modem, telemetry service provider, communications adapter, application store or other computer updating tools can be employed to update or install the disclosed "maneuvering mode.”
  • a network of sensors such as shown in Figure 24 or discussed above can be distributed over the vehicle, and the sensors can be configured as transceivers (transmitters and receivers of data). Or, a network of sensors and a network of control command receiving actuators can be distributed over the vehicle.
  • the transceivers when used, can be integrated with actuators, among other alternatives.
  • Actuators can comprise, alternatively and among others, throttle valve actuator (when a throttled vehicle), engine speed actuator, clutch position actuator, transmission gear selection actuator, driveline coupling actuators, differential actuator, disc lock actuator, and brake position actuator.
  • a baseline or zero-input force is a starting-point for beginning the maneuvering mode methods.
  • Baseline force Fo can be the force necessary to hold the vehicle position at the given grade.
  • the baseline force is calculated as a basis for autonomous system intervention.
  • Baseline force Fo can comprise, as above, the force needed to overcome drag on the vehicle, where drag comprises forces acting on the vehicle to bring the vehicle to a stop, such as wind, tire friction, or terrain.
  • Baseline force is considered a zero-input force when it is a theoretical net force needed to be applied to the wheels to achieve a calibratable acceleration rate when both the brake pedal and accelerator pedal are released (no brake or accelerator input).
  • the calibratable acceleration rate may be positive, negative, or zero.
  • Baseline force Fo will self-adjust according to configured programming using adaptive controls.
  • the autonomous system can comprise programming to identify if the torque being applied in response to this baseline force Fo calculation is or is not resulting in the predicted acceleration rate.
  • the autonomous system can comprise feedback loops to adjust baseline force Fo while maneuvering in order to correct for estimation errors.
  • the autonomous system can automatically adjust baseline force Fo to achieve the following objectives when configured via programming and when calibrated to do so:
  • the accelerator pedal position maps to a wheel force command.
  • the wheel force command, or driving force FDrive is added to the baseline force Fo in such a manner as to increase the commanded force ⁇ command acting to accelerate the vehicle in the selected direction.
  • the wheels ultimately propel the vehicle, so all controllable mechanisms tending to turn the wheels for acceleration can be controlled via commands issuing in light of the allocator mapping 2000 for driving forces FDrive.
  • the brake pedal position detected by brake pedal depression sensor 261 , maps to a brake force Fbrake.
  • the programable controller 1000 accesses the sensor block 3000 and allocator mapping 2000 and prepares commands for these forces, and the brake forces FBrake are subtracted from the baseline force Fo to decrease the amount of accelerative force on the wheels. All controllable
  • acceleration forces FAccei including drive forces FDrive such as clutch torque commands can be applied even when brake pedal 16 is depressed, and deceleration forces FDecei, including brake forces FBrake can be applied even when acceleration forces FAccei are requested via accelerator pedal depression.
  • Accelerator pedal position and brake pedal position should be considered independent inputs. Forces ascribed to each pedal can be actuated concurrently.
  • the pedal positions can be processed with programming accounting for the above calibrations for consistent pedal position and vehicle responsiveness.
  • the autonomous system can dynamically adjust both the accelerator pedal and brake pedal mapping to ensure the control range resides within predefined limits.
  • the mapping can also be adjusted based on rates of change of the inputs and other tuning factors. For example, mapping can adjust for "stomping" one of the pedals, or for vehicle accelerations above a predetermined limit ("runaway"), or for when the driver is already applying both pedals, among others.
  • Force command ⁇ command thus represents the desired NET force that should be applied to the vehicle.
  • Positive values of force command ⁇ command indicate a desire to accelerate, negative values indicate a desire to decelerate, and a value of zero indicates a desire to hold speed.
  • a baseline force Fo of zero is a force to hold position, while a baseline force Fo of a positive value is a force to move the vehicle at a steady speed.
  • a user can select a Baseline force Fo of zero or more and the autonomous system will process the selection to yield a final force command Fcommand in consideration of the vehicle and other forces and mapping. As discussed elsewhere, environmental factors such as weight and grade are incorporated into this calculation.
  • Programming override can be built in via selector 1 12, as outlined above. Additional overrides can be calibrated in to the programming to match the driver behavior. For example, an override program can be included to detect if the brake or accelerator pedal is touched in a way signaling a switch from one primary input controller to another. Application of a parking brake or cruise control functionality are other inputs that can override maneuvering mode programming, among others. Selector 112 can also be configured so the user can select a hold (zero) baseline force Fo or one yielding a steady vehicle motion.
  • Engine speed controller 1010 can be included and can be a part of the autonomous system.
  • Engine speed controller can comprise programming so that the autonomous system can raise and lower engine speed dynamically while maneuvering by issuing engine speed commands. This can be accomplished without changing overall vehicle speed if there is slip occurring between the engine and transmission.
  • Engine speed controller 1010 can be configured by its programming and command network to enable one or more of the following alternative functionalities: prevent engine stall; prevent clutch-hopping or Judder; and simulate operation of a torque converter when in fact a clutch is being used, where the engine speed rises and falls in proportion to accelerator pedal position.
  • Engine speed controller 1010 can enhance the user experience by raising the engine speed even if the engine 10 is disconnected as by an open clutch 12 from the driveline 6; the engine speed increase conveys an engine response by the vehicle to the user, even if other vehicle or environmental factors, such as downhill rolling or decreased brake use, are responsible for an increase in vehicle speed.
  • One programming logic can increase the engine speed so that the driver hears or feels vehicle feedback in response to a request for acceleration even if that engine speed is not routed to the wheels, such as can occur if a downhill grade is accelerating the vehicle.
  • the brake pressure applied is a direct function of pedal position, with limited automatic control possible.
  • the autonomous system is designed to be applied on all vehicles where at least one of the devices (brake or clutch or torque converter, etc.), can be automatically controlled.
  • the system can still calculate commands for the device not being controlled, but those commands will have no impact on the system.
  • the autonomous system can still improve low speed maneuvering with control over another one of the devices. For example, automatically modulating the clutch with a feedback loop results in improved vehicle maneuvering despite brake commands being discarded by a manual-only braking system.
  • the maneuvering mode can be applied to
  • controllable brakes to enable a torque-converted vehicle to be maneuvered using the accelerator pedal.
  • Clutch torque commands would not change the behavior of the torque converter, and alternative acceleration commands would not yield fin control, but the modulated controllable brakes improve the controllability of the vehicle.
  • the autonomous system and maneuvering mode methods can also be applied to vehicles with multiple power sources such as hybrid systems.
  • the system uses a 2-D mapping to translate force command ⁇ command to a brake force command Fbrake and an acceleration force command F aC ci.
  • Acceleration force command F aC ci is an aggregate command that can comprise aspects of those commands that result in increased acceleration.
  • Vehicle mechanisms that tend to increase acceleration forces FAccei can be characterized in the mapping in the drive forces FDrive.
  • Drive forces FDrive can comprise such as the clutch torque command and the engine speed command.
  • the 2-D mapping being a vector coordinate system, increases in the driving force FDrive direction cause positive values of acceleration force command F aC ci.
  • Brake force commands Fbrake increase the deceleration forces FDecei.
  • the autonomous system maps the forces in such a way as to ensure the net force on the vehicle at all times closely
  • the system accomplishes the application of force command ⁇ command by summing up the known external forces F ex ternai on the vehicle from devices such as a torque converter, mass, grade, and drag and then adding in force command Fcommand.
  • external forces that act to accelerate the vehicle are considered positive, and external drag forces are considered negative.
  • These forces can be measured or derived via the data gathered by the system sensors of sensor block 3000 and can comprise at least the sensors working to calculate environment based torque 1503.
  • the brake force FBrake applied to mechanisms comprising brake-force providers such as air brakes, engine brakes, and disc brakes, and the drive force FDrive applied to mechanisms comprising powertrain torque providers such as the clutch, engine and differential can be determined using the following formulas:
  • Equation 2 indicates that, for the disclosed mapping, drive forces FDrive never go below zero.
  • Equation 3 indicates that, for the disclosed mapping, brake forces FBrake never go above zero.
  • mapping is shown for the autonomous system.
  • An allocator mapping controller 2000 within the autonomous system can receive the various sensed inputs and calculate the forces shown in the mapping figures.
  • the allocator mapping 2000 can be a part of the programmable controller 1000 such that the programmable controller can issue brake commands 2013 and clutch torque commands 1507, among others.
  • the allocator mapping 2000 is independent of pedal position in that its inputs and outputs are force commands.
  • the pedal positions can pass through the pedal angle calibrator 2015 so that the pedal angles are converted to force requests.
  • the force requests can be input to the allocator mapping 2000.
  • FIG. 1 Mappings in Figures 1-1 1 show an X-axis with the commanded net force on the vehicle for various scenarios. Positive values on the X-axis indicate the that the system should provide increased force to accelerate, or acceleration forces FAccei. Negative values of deceleration forces FDecei indicate that the system should provide increased braking force to slow or hold the vehicle. As in figure 1 , zero input indicates that the system should zero out all forces on the vehicle and hold. On the positive Y-axis, the force command to the powertrain, as drive forces FDn e, is shown and can comprise force commands to the clutch, engine, transmission, differential, PTO, etc. to result in net force on the wheels. On the negative Y-axis, the force command to the brake system, brake forces FBrake, is shown. [0106] In Figure 1 , projected acceleration is negated by projected
  • the autonomous system can command more stopping force than the pedal position otherwise indicates, as shown by the projected pedal line.
  • the accelerator pedal At the pedal position for the engine maximum Engmax, the accelerator pedal has been pushed to its maximum position so that the engine is also at its maximum.
  • the actual acceleration range for the pedal is thus defined, though additional forces can be projected for the pedal to maximize deceleration forces.
  • the drag force FDRAG is added to the mapping, illustrated as a vector terminating at a point on the positive Y-axis.
  • the brakes do not need to engage unless the allocator mapping 2000 commands a brake force FBrake greater than the drag force FDRAG.
  • Actual deceleration forces via brake forces FBrake are not applied until left of the Y-axis.
  • acceleration forces via drive forces FDrive can be applied in the deceleration zone of the map, yet not accelerate the vehicle.
  • the autonomous system can thus selectively avoid combining brake 8 use and clutch 12 use at the same time, despite a brake pedal input from the driver, relying instead on the drag force FDRAG to slow the vehicle.
  • the application of the drag force FDRAG can thus comprise an aspect of the brake commands 2013. So, the autonomous system can apply brake forces FBrake, via drag force FDRAG, at the same time as drive forces FDrive via the powertrain (e.g. clutch torque command 1507, etc).
  • Figure 5 illustrates a down grade or torque-converted driveline.
  • the vehicle requires a lot of brake force to hold the vehicle.
  • letting off the brakes in a driveline with a torque converter moves the vehicle without accelerator pedal input. This is an instance where it can be beneficial to control the engine to allow the driver to hear or feel the engine increase its output when the accelerator pedal is pushed.
  • the grade or the torque converter will move the vehicle for most of the accelerator pedal mapping, and drive forces FDrive will not be needed for a large range of the low speed maneuvering.
  • Drive forces FDrive are only needed once the load and grade (external forces F ex ternai) are insufficient to move the vehicle.
  • Grade force FGRADE is drawn on the negative Y-axis.
  • Figure 6 illustrates the general concept that multiple forces (FA, FB, FC, FD) are considered by the allocator mapping 2000 as in opposition to the drive forces FDrive and brake forces FBrake. Any of the listed environment-based sensed data, including data from sensor block 3000, can be considered and any powertrain component that transfers torque can be considered. For example, viscous drag across an uncoupled power take-off (PTO), shaft-assist motors to aid spin-up, among others.
  • PTO power take-off
  • the allocator 1000 response here is similar to Figure 4, though more complex force inputs are considered in the allocator mapping 2000.
  • drive forces FDrive begin to the left of the Y-axis for this example that assumes more forces (FB, FC) are in opposition to the drive forces (FA, FD) than there are forces in opposition to the brake forces.
  • Figures 1-6 illustrate how the autonomous system can improve single pedal operation by making it more consistent despite changes in drag, load, grade, etc.
  • Figures 7 & 8 illustrate how the autonomous system improves vehicle operation by applying opposed drive forces FDrive and brake forces Ferake though the user is only using one of the brake or accelerator pedals as the vehicle input.
  • FIG 8 an alternative scenario for a downhill grade is shown. While the user might be using only one pedal, the allocator mapping 2000 applies both drive forces FDrive and brake forces Ferake.
  • the pedal depression by the user indicates one desired output, but the vehicle responds via the allocator mapping on a different set of plots.
  • a force mapping consistent with Figure 5 is indicated by the projected acceleration and projected deceleration lines.
  • the allocator mapping 2000 maps not only the grade force FGRADE to increase the starting force for the brake system, but moves the starting point for applying the drive forces FDrive from where it would be consistent with Figure 5 to the zero force vertex. So, the driver experiences the actual acceleration plot and drive forces FDrive consistent with other plots such as Figures 2 & 3.
  • the positive acceleration forces FAccei are fought by the constant drag of the actual deceleration caused by the brake forces FBrake.
  • the mapping of Figure 8 provides a vehicle that can better meet certain hardware needs. By constantly holding the brakes and by also applying a normal amount of drive force, acceleration is accomplished on, for example, a down grade. A hardware need of reducing brake cycles is accomplished at the cost of greater heating of the clutch, but the vehicle provides a smoother ride down hill. The brake is held while powertrain forces are pushed against the brake forces. A similar strategy can be applied for traction control. It can be beneficial to implement aspects of the clutch protection step 1623 whenever possible when using the strategy of Figure 8 to help cool the clutch.
  • Figures 9-12 illustrates three aspects of the maneuvering mode: the zero net force determination of a ground state of a vehicle, including the vehicle urge to move and primary input; the mapping according to equation 1 of the driving forces FDrive and brake forces FBrake for generating net force ⁇ command at zero net force; and the allocator mapping of force command ⁇ command to the powertrain and brakes.
  • the allocator mapping 2000 deviates from the programming of Figures 1-6 again to intentionally not provide what is requested by the driver.
  • the result of the programming is that the allocator mapping 2000 is producing less force than the driver demands in this deceleration forces FDecei range.
  • the slopes for the driving forces FDrive lines differ on either side of the Y-axis. But, at zero pedal (point for Pdl/EngwiiN), the powertrain can always be disengaged.
  • the mapping for driving forces FDrive can be accomplished by slipping the clutch to hold the desired vehicle condition on the very steep grade, or the allocator mapping 2000 can command the powertrain components to accelerate when neither the brake pedal nor the accelerator pedal are depressed.
  • the actual deceleration line shares the slope for the projected acceleration line.
  • the allocator mapping 2000 can let the grade decelerate the vehicle for a brief portion of the mapping between where the drive forces FDrive cease at zero pedal and where the brake forces FBrake contribute to the deceleration forces FDecei.
  • the point where the brake forces FBrake contribute to deceleration is chosen so that there is no vehicle rollback with no driving forces FDrive input.
  • Figure 10 illustrates that both the actual acceleration line and the actual deceleration line are shifted off their projected lines due to the vehicle being stopped on an uphill grade.
  • a holding force applied to the brakes in the deceleration area of the mapping When stopped on an up grade, there is a holding force applied to the brakes in the deceleration area of the mapping.
  • the system can hold position on the grade using the clutch alone, so the brakes forces are at zero.
  • the commanded force goes negative (deceleration forces FDecei)
  • the brakes take over the vehicle control and the clutch transitions off the vehicle control in time for the zero pedal point. This is done in such a way that any negative force command (command for deceleration forces FDecei) results in the vehicle being held stationary.
  • programmable controller 1000 via programmable clutch controller 1012 or programmable brake controller 1008, to switch between the devices in this zone, perhaps selecting the brakes to cool the clutch or perhaps selecting the clutch to avoid cycling the brakes.
  • the programmable controller 1000 has more flexibility to use the hardware via the dual pedal mapping.
  • the shifted lines for the actual acceleration and actual deceleration in Figure 10 provides a safety or contingency aspect.
  • the autonomous system can respond like a hill start aid (HAS) in that the brake forces FBrake respond not just to the raw net force ⁇ command, but also to the powertrain state. If the powertrain produces less force than commanded, then the brakes can respond to the lower value as by assisting the powertrain.
  • the projected brake forces FBrake that would have been consistent with earlier figures 1-6, are remapped to ensure the vehicle is held and the actual deceleration line tracks the adjustment to actual acceleration line for the driving forces ⁇ Drive-
  • Figure 11 shows an alternative allocator mapping 2000 for being stopped on an up grade.
  • the grade can accelerate the vehicle in the wrong direction, so when the vehicle is stopped, the grade force FGRADE can't slow the vehicle as much as pull it backwards.
  • the mapping in Figure 1 1 treats the grade force FGRADE as a backwards acceleration force FAccei. Instead of handing off from the actual acceleration to the projected deceleration line, the brake forces FBrake are applied simultaneous with the driving forces FDrive.
  • the lines mapped in Figure 11 can be adjusted so that the transition from the moving condition to the stopped condition takes place as the vehicle decelerates.
  • the timing to hand off from the driving force FDrive to the brake forces FBrake is in response to how soon the vehicle is predicted to come to a stop and how fast the brakes can actuate.
  • traction controller 2009 can be applied to the maneuvering modes.
  • a traction controller can be integrated in to the programmable brake controller 1008 or it can be a separate processor within programmable controller 1000.
  • the autonomous system can automatically take actions to prevent wheel spin while maneuvering.
  • autonomous system can apply a constant drag via a brake command 2013 to the brake system to even out the torque loading on each wheel 9, or can apply the same torque to each wheel. This is complementary to various mu slip concepts.
  • the autonomous system can limit clutch torque commanded in clutch torque command 1507 and use the brakes 8 to control the vehicle when possible. Brake use and brake commands 2013 are prioritized over clutch 12 use and clutch torque commands 1507 as a default programming configuration.
  • autonomous system can apply the differential and power divider locks automatically when the wheels are stopped, as by issuing appropriate differential commands 2011 and lock commands. Any changes to the net vehicle force made in service of controlling traction can be accounted for in the allocation programming to ensure the net force on the vehicle remains equal to force command ⁇ "command-
  • a vehicle deceleration controller 2003 can be configured as part of the autonomous system.
  • the autonomous system will ensure that when coming to a stop, the transition to "maneuvering mode" is smooth. This feature identifies automatically when the vehicle is on a steep grade and insufficient throttle is being applied to come to a smooth, controlled stop. Insufficient throttle can result in vehicle rollback because the prior art system cannot engage a gear or activate the brakes quickly enough. This can be seen in Figure 13, where a truck climbing a steep grade experiences a speed reversal when the driver releases the throttle. The vehicle rapidly stops and then rolls backwards.
  • the autonomous system will implement the strategy shown in Figure 14.
  • a truck is climbing a steep grade and the driver releases the throttle.
  • the autonomous system having received grade information from vehicle grade sensor and or GPS 203 or other location and terrain data source, applies the disclosed methods to automatically issue an engine torque command 2005 to command torque from the engine 10 in order to reduce the deceleration rate of the vehicle to acceptable levels. Vehicle rollback is avoided. Applying torque slows the vehicle at a controlled rate.
  • the autonomous system will downshift aggressively (more than one gear) via a transmission gear command 2007 so that minimal engine torque is required to control deceleration. As one option, a stopped condition can be commanded.
  • a forward creep at a slow speed can be configured.
  • the configuration can be accomplished by determining the vehicle's launch gear, or gear needed to move again on the grade. Once the vehicle launch gear is obtained in the transmission 13, the system will hold the clutch 12 closed and allow the vehicle to creep.
  • baseline force Fo becomes a calibratable aggression setting, where the user can set a value for baseline force Fo. The user can choose to avoid a zero condition and permit urge to move and creep functionality, and the user can select the speeds for these choices. Adjusting baseline force Fo in this way adjusts the mapping accordingly in response to the increased acceleration forces FAccei inputted by the driver.
  • Driver input can be via a selector 1 12. Additional deceleration control can be applied when it is beneficial to avoid rapidly coming to a stop, like when coupling a trailer or maneuvering in sand or mud.
  • FIG. 17 shows an example of a maneuvering mode flow diagram that ties together various aspects of the mapping outlined above.
  • Baseline force Fo is determined in step 1701.
  • Baseline force Fo can be a zero force to hold the vehicle on a grade, or it can be a user-selected acceleration speed, or a pre-programmed default maneuvering speed.
  • Via allocator mapping 2000 can determine acceleration forces FAccei in step 1703 and deceleration forces FDecei in step 1705. Determination of driving forces FDrive can be part of step 1703 and determination of brake forces FBrake can be part of step 1705.
  • Net force Fcommand can be determined in step 1707, in accordance with equation 1.
  • More decisions can be made by the allocator (programmable controller 1000) with net force ⁇ command determined, and further adjustments to net force Fcommand can be made in consideration of the decisions.
  • the programming of the allocator (programmable controller 1000) permits updating of net force ⁇ command if the vehicle behavior is not as expected, and so a preliminary net force
  • Fcommandpreiim in step 1707 can be followed by an updated or adjusted net force FcommandA in the adjustment step 1713.
  • Decision block 1709 can detect an undesired slip between the engine and transmission, such as judder or hop. If a slip is detected, then the engine speed can be adjusted in step 171 1 , and then adjusted net force F CO mmandA in step 1713.
  • Decision block 1715 can decide whether a mu slip is occurring or imminent.
  • One or all of steps 1717, 1719, & 1721 can be selected.
  • Step 1717 limits the clutch torque
  • step 1719 applies a drag force to the brake system
  • step 1721 applies a differential and or power divider locks, each step to ameliorate the mu slip or to avoid the imminent mu slip.
  • adjusted net force rcommandA I determined in step 1713.

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  • Automation & Control Theory (AREA)
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  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

La présente invention concerne un procédé de commande de véhicule autonome consistant à recevoir une commande d'entrée d'utilisateur sélectionnée parmi une entrée zéro, une entrée d'entraînement à un groupe motopropulseur du véhicule, et une entrée de frein sur le système de freinage du véhicule en tant que force de ligne de base F0 pour positionner le véhicule. Des données pour une force externe Fexternal agissant sur le véhicule sont reçues. La force externe Fexternal et la force de ligne de base F0 sont mappées de manière autonome pour mélanger la force de freinage FBrake et la force d'entraînement FDrive pour positionner le véhicule. Une force de freinage FBrake et une force d'entraînement FDrive sont sélectionnées à partir du mappage pour positionner le véhicule. La force de freinage FBrake et la force d'entraînement FDrive fournissent ensemble au moins la force de ligne de base F0 de la commande d'entrée d'utilisateur. La force d'entraînement FDrive est fournie au groupe motopropulseur de véhicule et le la force de freinage FBrake est fournie au système de freinage de véhicule pour positionner le véhicule.
PCT/IB2018/054875 2017-06-29 2018-06-29 Attributions de frein d'embrayage et commandes de force WO2019003211A1 (fr)

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CN112498357A (zh) * 2020-11-20 2021-03-16 奇瑞新能源汽车股份有限公司 车辆总质量计算装置和方法

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