WO2019134792A1 - Procédé de régulation de vitesse d'un véhicule automobile - Google Patents

Procédé de régulation de vitesse d'un véhicule automobile Download PDF

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Publication number
WO2019134792A1
WO2019134792A1 PCT/EP2018/084342 EP2018084342W WO2019134792A1 WO 2019134792 A1 WO2019134792 A1 WO 2019134792A1 EP 2018084342 W EP2018084342 W EP 2018084342W WO 2019134792 A1 WO2019134792 A1 WO 2019134792A1
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WO
WIPO (PCT)
Prior art keywords
speed
drive
control
motor
drive train
Prior art date
Application number
PCT/EP2018/084342
Other languages
German (de)
English (en)
Inventor
Clemens Burow
Jürgen Bader
Original Assignee
Audi Ag
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Filing date
Publication date
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Publication of WO2019134792A1 publication Critical patent/WO2019134792A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/143—Speed control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • 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
    • B60W30/18127—Regenerative braking
    • 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
    • B60W30/18136—Engine braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/44—Drive Train control parameters related to combustion engines
    • B60L2240/441—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/461—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/48—Drive Train control parameters related to transmissions
    • B60L2240/486—Operating parameters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0008—Feedback, closed loop systems or details of feedback error signal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/08—Electric propulsion units
    • B60W2710/081—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to a method for controlling the speed of a motor vehicle, wherein the motor vehicle has a drive train, where at least one speed control element is associated with the drive train, and the drive train has at least one drive wheel as elements, and at least one drive motor for the at least one drive wheel ,
  • a cruise control system is a device in motor vehicles, which primarily has the task of automatically keeping the motor vehicle at a desired speed.
  • the speed request can come from both a driver and a driver assistance system.
  • the speed control system When activated, the speed control system additionally has the task of accelerating or decelerating the motor vehicle to a desired target speed in addition to maintaining the speed.
  • the user can activate the cruise control system when driving at a constant speed.
  • the speed control system is neither a gas pedal nor a brake pedal, but as a rule a separate operating element, for example on a steering wheel of the motor vehicle.
  • the cruise control system automatically keeps the current speed of the motor vehicle while the user controls the gas or gas
  • the brake pedal does not need to be pressed any further. For long trips at a constant speed so the fuel consumption of the motor vehicle is lowered.
  • the speed control system is activated by entering a desired target speed at the operating element, the current speed of the motor vehicle is changed without the gas or brake pedal having to be actuated by the user. If the target speed is greater than the current speed of the motor vehicle, the motor vehicle is accelerated in accordance with a set driving dynamics. That is, the current speed is automatically increased until the target speed is reached, the accelerator pedal is not operated by the user. If the target speed is less than the current speed of the motor vehicle, the speed of the motor vehicle is delayed in accordance with the adjusted driving dynamics. This means that the current speed is automatically reduced until the target speed is reached, whereby the user does not need to press the brake pedal.
  • the mode of operation of a speed control system is known from the general state of the art. Simplified is a speed control loop: the desired target speed and the current speed of the motor vehicle are the input values of the speed control loop. The output is a corresponding torque which a drive motor of the motor vehicle must adjust in order to achieve the desired target speed.
  • DE 10 2016 120 974 A1 describes a control method for controlling the speed of a vehicle with an electric motor.
  • a vehicle speed module determines the vehicle speed as the actual value, while a cruise control system provides a target speed as the desired value. The vehicle speed is then adjusted to the target speed.
  • setpoint and actual value are combined, taking into account change rates and their course so that a closed-loop module transmits a torque to reduce the difference between the setpoint and actual value to the electric motor.
  • Cruise control systems as known from the prior art, show undesirable inaccuracies, in particular when associated with the control braking and switching operations. There is therefore a need for improvement.
  • the object of the present invention is to develop a generic method for controlling the speed of a motor vehicle in such a way that the accuracy of the speed control, in particular if this is accompanied by braking and switching operations, can be improved.
  • An inventive method should be applicable without restriction both for motor vehicles with electric motors and for motor vehicles with internal combustion engines.
  • the present invention is based on the finding that although the speed control in dependence on a torque known from the prior art is used as a status quo in almost all speed control systems, it is accompanied by inaccuracies in the control on closer analysis.
  • a cruise control is composed of phases with acceleration of the motor vehicle and phases in which the motor vehicle has to be braked. If a deceleration is realized via the brake during a braking phase, a deceleration negative torque is provided at the output of a speed controller. In the absence of a torque sensor, a relationship between brake pressure and torque is assumed for the brake. However, since this is an estimate, this leads to inaccuracies in the cruise control. Too high a brake pressure causes an unnecessarily strong delay.
  • a rotational speed can be determined simply with the aid of a rotational speed sensor.
  • speed sensors are used, for example, in antilock brake systems to prevent the drive wheels from locking during full braking, or as monitoring sensors to prevent overloading of the corresponding element of the drive train.
  • a brake pressure is set as a function of the rotational speed of the drive wheel. Since the elements of the drive train are also mechanically coupled regardless of the type of motor vehicle and the rotational speeds of the individual elements depend on one another, the method according to the invention can be applied both to motor vehicles with internal combustion engines and to motor vehicles with electric motors.
  • EP 2 704 917 B1 This document describes an approach to the speed-driven traction control for a vehicle. However, this document is limited exclusively to vehicles with electromotive vehicle drive. A speed control depending on a speed control system is not mentioned. Instead, the rotational speed of a drive wheel of the vehicle is limited such that the drive slip remains as low as possible and the best possible acceleration values for the vehicle can be achieved. It is therefore a pure Limitation of the speed, which is only applicable to an anti-skid control.
  • the present invention relates to a method for speed control of a motor vehicle.
  • the motor vehicle has a drive train, which is assigned at least one speed control element.
  • the drive train comprises a plurality of elements, such as at least one drive wheel and at least one drive motor.
  • the desired target speed that is to say the desired value of a speed of the motor vehicle
  • a desired engine speed that is to say the desired value of a rotational speed of the drive motor.
  • the desired vehicle speed can be predetermined, for example, by a user of the motor vehicle or by a driver assistance system.
  • the current engine speed ie the actual value of the speed of the drive motor, determined.
  • control loop current and desired speed are fed as input values into a control loop.
  • the control loop first the desired engine speed is compared with the current engine speed.
  • the control deviation which forms the difference between the desired and the current engine speed, is fed to the speed control element.
  • the speed control element from the control deviation forms a corresponding manipulated variable, which also represents the output value of the control loop.
  • a control is actuated, which serves to influence the rotational speed of the at least one element of the drive train.
  • the control element of an element of the drive train may be, for example, a control element of the drive motor which generates an energy. giezussel to operate the drive motor regulated.
  • the rotational speed of the drive motor also changes. This in turn causes a change in the speed of the motor vehicle.
  • the manipulated variable for the control element is, for example, a control signal for a throttle valve, which regulates the supply of fuel to the internal combustion engine. According to the opening of the throttle only a certain amount of fuel enters the engine. Due to the changed fuel supply, the internal combustion engine rotates at a changed speed, which corresponds to the desired vehicle speed
  • the speed of the drive motor is thus used according to the invention for setting a desired target speed.
  • a speed control has the advantage that in particular the effects of braking or switching operations within the framework of speed controls can be precisely detected and converted during control. Inaccurate estimates, for example of the dependency of brake pressures on a torque, which are influenced by many factors, for example the temperature, can be avoided.
  • a control according to the invention can be implemented inexpensively, the elements of a drive train today usually include speed sensors. As a result, a high-precision cruise control can be provided on the basis of a speed, in particular also switching and braking operations.
  • An advantageous embodiment of the invention provides that the entire drivetrain is assigned a drive train control unit, wherein the drive train control unit comprises the speed control element, wherein the drive train control unit, the setpoint and the actual value is supplied and in the powertrain control unit, the control deviation is calculated.
  • One of the tasks of a powertrain control unit is, for example, to process the signals that relate to the entire drive train.
  • Typical input signals of the powertrain control unit are, for example, the temperature of a drive motor and its coolant, the position of a gas or brake pedal, and the desired target speed as the target of a cruise control.
  • Typical output signals are, for example, warning signals when the drive motor overheats and control signals for the control elements of the drive motor or the brake, both during use of the accelerator or brake pedals by the user and in response to an output signal of the speed control system.
  • the speed control element is also located in this drive train control unit. That is, the powertrain control unit is supplied with the setpoint value and the actual value of the engine speed as input signals. Subsequently, the control variable formed in the speed control element is provided as an output signal of the drive train control unit and transmitted from the drive train control unit to the drive train.
  • a drive train control unit is assigned to the entire drive train, and at least one element of the drive train is assigned a drive train control unit, wherein the drive train control unit comprises the speed control element, the drive train control unit setting a desired value Providing speed or the rotational speed to the drive train control unit, and wherein the actual value of the rotational speed is supplied to the drive train control unit and the control deviation is calculated in the drive train control unit.
  • the tasks of a powertrain control unit further include, for example, processing the signals which relate to the entire drive train.
  • the task of the powertrain control unit is, in particular, to process signals relating to at least one element of the powertrain.
  • the speed control element is arranged in the drive train control unit. That is, the speed control is done in the Antriebsstrangelement- control unit.
  • the input signals of the drive train control unit further include, for example, the temperature of a drive motor and its coolant, the position of a gas or brake pedal, and the desired target speed.
  • the output signals are limited, for example, to warning signals in the event of overheating of the drive motor and activation signals for the control elements of the drive motor or the brake during use of the accelerator or brake pedals by the user of the motor vehicle.
  • the drive signals for the control elements of the drive motor or the brake are instead generated by the drive train control unit.
  • the drive-train control unit is assigned to at least one element of the drive train, for example the drive motor. Accordingly, the speed control now takes place in the powertrain control unit.
  • the signal flow results as follows: the powertrain element
  • Control unit receives from the drive train control unit as an input signal typically the desired target speed of the speed control system or the already converted corresponding setpoint of the speed of the drive motor.
  • the actual value of the speed of the drive motor is a common input signal of the Antriebsstrangelement- control unit.
  • the control variable formed in the speed control element is provided as an output signal of the drive train control unit and transmitted from the drive train control unit to the drive train.
  • the drive train control device comprises a processing device that is operated at a first processing rate.
  • the powertrain controller includes a processing device for performing at least steps b) to e), which is operated at a second processing rate, wherein the first processing rate is at least in phases less than the second processing rate.
  • the processing rate in a processing device indicates the speed at which the data is processed, in other words how many computing steps the processing device executes per unit of time. Since it is the task of a drive train control unit to record the signals affecting the entire drive train, it makes sense to operate the processing device of the drive train control device at a first processing rate, which is adapted to the update rate of these signals. Whenever the powertrain control device has new readings related to the powertrain, it makes sense to process them. Since there is a change in manageable speed in view of the nature of these data - temperature, pedal position, etc. - a slower processor is usually selected in the drive train controller processing apparatus. However, the data monitored by the powertrain controller may change quickly. Therefore, a faster processor is used here. Accordingly, for example, the processor of the drive train element control device can operate at least in phases at a higher processing rate than the processor of the drive train control device.
  • the advantage of operating the two control units in phases at different processing rates is that the speed control can take place independently of the processing rate of the powertrain control unit. This opens up the possibility of a more rapid control which, by being performed at a different speed, in particular higher speed. can result in a higher precision of the speed control can result.
  • the second processing rate is preferably changed as a function of the rotational speed of the drive motor.
  • the processing rate of the processing device of the drive train control unit is adapted to the actual value of the rotational speed of the drive motor.
  • the higher the speed of the drive motor the faster the corresponding sample is processed and thus ready for speed control.
  • the torque provided by a drive motor is greater the higher the speed of the drive motor.
  • Exactly in the critical high speed ranges he thus allows this variant of the invention a particularly accurate control.
  • the calculation therefore takes place exactly in the speed at which the speed to be set can be influenced.
  • a speed-dependent processing is known from another area of the motor vehicle: In engine control units of internal combustion engines, the injection must be made exactly to the current position of the crankshaft and also calculated accordingly.
  • a further embodiment provides that in the method according to the invention it is checked whether the control deviation calculated in step c) is positive or negative. Depending on the result of the control deviation, it is then possible to control a different control element, which influences the speed of at least one element of the drive train, with the manipulated variable.
  • step e the drive motor is actuated as an element of the drive train. If the control deviation is positive, the current speed of the motor vehicle must be increased to the desired target speed. Consequently, it is necessary to increase the current speed of the drive motor to a speed corresponding to the target speed. Accordingly, a control of the powertrain must be so be controlled that the current speed of the drive motor is adjusted to the target value of the speed of the drive motor.
  • a preferred embodiment of the invention also includes that the drive train comprises at least one friction brake for the at least one drive wheel, wherein, if a negative control deviation is detected, in step e) the at least one friction brake is actuated as control element, wherein the manipulated variable Brake pressure of the friction brake is used, wherein as the at least one element of the drive train, a drive wheel is used.
  • the friction brake is designed to reduce the speed of the motor vehicle by reducing the speed of the at least one drive wheel when activated. Since the drive wheel and the drive motor are mechanically coupled, a change in the drive wheel speed also leads to a change in the speed of the drive motor. If the rule deviation is negative, the current speed of the motor vehicle must be reduced to the desired target speed.
  • the brake pressure is varied in particular according to a set driving dynamics, for example dynamic, sport, eco or comfort, until the desired speed at the drive wheel is reached and the control deviation has become zero.
  • each element of the drive train usually has a speed sensor, for example for an anti-lock brake system, it is advantageous
  • the speed of the drive wheel can namely be tapped easily and precisely, without having to retrofit the vehicle. A difficult figure of a brake pressure on a torque to be adjusted can be avoided.
  • the cruise control partially or entirely can be done by means of an engine brake, or in the event that the drive motor is an electric motor, the speed control can be partially or entirely by recuperation. Only when the respective test shows that this is not possible, the friction brake, as set out above, is controlled.
  • Engine brake refers to the mechanical resistance that must be overcome in order to keep the engine passive, i. E. from the outside, to drive. Recuperation is the use of an electric motor in generator mode. If the power supply to the drive motor is interrupted, due to the mechanical resistance of the drive motor, its kinetic energy is converted into heat energy in an internal combustion engine and into electrical current in an electric motor. The drive motor thus loses kinetic energy, which leads to a reduction in its rotational speed, whereby the motor vehicle loses speed accordingly. A braking process can be done partially or completely by the engine brake. However, if the engine brake is insufficient to brake the motor vehicle sufficiently, the friction brake is used in addition.
  • the drive train has at least one automatic transmission with several gear stages, which is coupled on the drive side via a clutch to the output of the drive motor and the output side to the at least one drive wheel, wherein the drive-side part of the transmission before a switching - Operation is rotated at a first speed corresponding to the speed of the drive motor, wherein the drive-side part of the transmission will be rotated after a shift before engaging the engine with a second speed, wherein in step e) the control with the manipulated variable is controlled during the switching operation such that the drive motor rotates as an element of the drive train prior to engagement with the second speed.
  • the automatic transmission is located in the drive train between the drive motor and the drive wheels and transmits the drive motor speed with a defined gear ratio to the drive wheel or drive wheels.
  • the gear ratio is specified by the quotient of the speed of the drive motor to the speed of the drive wheel.
  • the clutch of the motor vehicle must be operated. As a result, a drive through of the drive motor to the drive wheel is terminated.
  • the gearbox on the output side is further rotated at the speed of the drive wheels. On the drive side, the speed changes with the speed of the drive motor.
  • the adaptation of the drive-side part of the transmission takes place on the output-side part by means of the coupling. However, this leads to wear of the clutch.
  • the drive-side rotational speed is readjusted before the clutch is engaged.
  • a desired value of a speed of the motor vehicle is converted into a nominal value of a rotational speed of the drive motor and the method according to the invention is run through.
  • step e) a current controller is actuated as a control element with a drive signal as manipulated variable for setting a current of the electric motor.
  • the desired target speed is adjusted by changing the current for operating the electric motor accordingly.
  • a further embodiment provides that at least one drive motor of the motor vehicle, an internal combustion engine is used, wherein in step e) a throttle valve and / or an injection valve and / or Ventilhub- device as a control element with a drive signal for setting a load of the engine as a manipulated variable is controlled.
  • FIG. 1 is a schematic representation for explaining an embodiment of a method according to the invention for controlling the speed of a motor vehicle with an internal combustion engine, wherein the speed control takes place in the drive train control unit;
  • FIG. 2 shows a schematic illustration for explaining an embodiment of a method according to the invention for controlling the speed of a motor vehicle with an electric motor, wherein the speed control takes place in the drive train control unit;
  • FIG. 3 shows a signal flow diagram of an embodiment of a method according to the invention for controlling the speed of a motor vehicle.
  • FIG. 1 shows a schematic representation for explaining an embodiment of a method according to the invention for speed control of a motor vehicle with an internal combustion engine, wherein the speed control takes place in a drive train control unit 110.
  • the powertrain control unit 110 comprises a computing element 112 and a speed control element 114.
  • the powertrain 120 includes an internal combustion engine 122 and a Control 124, which may affect the speed of the engine 122. Such a control may be, for example, an injection valve, a throttle valve or a valve lift device.
  • the internal combustion engine 122 further includes a speed sensor 126 that is configured to determine the current speed of the engine 122.
  • the internal combustion engine 122 is mechanically coupled to a drive wheel 129 via a crankshaft 128.
  • a desired speed 100 i.
  • a target speed is transmitted from a cruise control system (not shown in FIG. 1) to the computing element 112 of the powertrain control unit 110.
  • the target speed 100 may originate, for example, from a driver of the motor vehicle or a driver assistance system.
  • the computing element 112 calculates from the desired target speed 100 a corresponding speed 102, the setpoint speed of the drive motor 122.
  • the speed sensor 126 of the internal combustion engine 122 determines the current engine speed or actual speed 104 of the drive motor 122. From the difference of the desired speed 102 and the actual speed 104 of the drive motor 122, a control deviation 106 is formed.
  • the control deviation 106 is fed to the speed control element 114 to form a manipulated variable 108.
  • the actuator 108 regulates, for example, the opening of a nozzle of an injector valve 124 which regulates the amount of fuel injected into the combustion chamber of the engine 122.
  • the fuel is burned in a chemical process, producing a gas that expands.
  • the thermal expansion is used to set a piston (not shown in FIG. 1) in motion. So chemical energy is converted into mechanical work.
  • the amount of fuel provided by injection valve 124 determines the amount of energy that is being converted into work, and thus the actual speed 104 at which the pistons of the engine are moving.
  • Movement of the pistons is optionally transmitted from the combustion engine 122 to the drive wheel 129 by means of the crankshaft 128 in accordance with a transmission ratio of a transmission, not shown.
  • 2 shows a schematic representation for explaining an embodiment of a method according to the invention for controlling the speed of a motor vehicle with an electric motor 232, wherein the speed control takes place in a drive train control unit 220.
  • the target speed 200 is in turn provided to a computing element 211 of a powertrain control unit 210.
  • the computing element 211 converts this target speed 200 into a corresponding speed 202, namely the setpoint speed, of the electric motor 232.
  • the powertrain control unit 210 is supplied with measurement data, for example the temperature 203 of the electric motor 232, the temperature 205 of a coolant, the position 207 of the accelerator pedal and the position 209 of the brake pedal of the motor vehicle.
  • a speed sensor 234 of the electric motor 232 provides an actual speed 204. From the difference between setpoint speed 202 and actual speed 204, a control deviation 206 is formed. This differentiation takes place in contrast to FIG. 1 instead of in the drive train control unit 210 now in the drive train control unit 220, which is not the entire drive train, but only one element of the drive train, in this case the drive motor 232, assigned .. This works at least in phase with a higher processing rate than the powertrain control unit 210.
  • the control deviation 206 is fed to a speed control element 221 to form a control variable 208.
  • the manipulated variable 208 represents, for example, the drive current of the electric motor 232.
  • a variation of the manipulated variable 208 accordingly leads to a variation of the rotational speed of the drive wheel 238, which is coupled to the electric motor 232 via a drive shaft 236.
  • the drive train is designated in this embodiment by 230 and includes the electric motor 232, the drive shaft 236 and an exemplified drive wheel 238th
  • the processing rate of the powertrain controller 220 is coupled to the speed 204 of the engine 232 while the processing rate of the powertrain control unit 210 is fixed, and in particular determined by a processor arranged therein.
  • the target speed 202 is greater than the actual speed 204, the current 208 of the electric motor 232 is increased. If the target speed 202 is lower than the actual speed 204, it is first checked whether the motor vehicle can be braked sufficiently by activating a recuperation device 242. For this purpose, the corresponding speeds are processed again. If no suitable deceleration can be brought about by means of the recuperation device 242, a friction brake 240, which is assigned to a drive wheel 238, is actuated accordingly. A reduction in the rotational speed of the drive wheel 238 brought about as a result of a brake pressure 244 applied to the friction brake is transmitted via the drive shaft 236 to the electric motor 232 and registered there by the rotational speed sensor 234. Accordingly, by determining the actual speed 204 and comparing it with the setpoint speed 202 for determining the control deviation 206 and deriving a suitable control value 244, a desired deceleration can be brought about
  • FIG. 3 shows a signal flow diagram of an embodiment of a method according to the invention for controlling the speed of a motor vehicle.
  • a target speed is predetermined, in particular by a user via a corresponding operating element or by a driver assistance system.
  • step 320 a setpoint speed of a drive motor of the motor vehicle is determined from the target speed.
  • step 340 an actual rotational speed of the drive motor is determined.
  • step 360 a difference is formed from the setpoint speed determined in step 320 and the actual speed of the drive motor determined in step 340.
  • step 380 it is checked whether this difference between setpoint speed and actual speed is positive or negative. If it is positive, the method is continued in step 390.
  • the control deviation is first fed to a speed control element to form a manipulated variable.
  • step 4000 a control element, which influences the speed of at least one element of the drive train, is controlled by the manipulated variable.
  • the current supplied to the electric motor increases, in an internal combustion engine, for example, the amount of fuel supplied to the engine.
  • step 340 a changed actual rotational speed of the drive motor can be detected. If, however, the speed difference determined in step 380 is negative, the method continues in step 420.
  • step 420 it is first checked whether the motor vehicle can be decelerated without triggering a friction brake, for example by using a recuperation device or by an engine brake.
  • step 440 the method is continued in step 440 by corresponding activation of a recuperation device or an injection valve or a throttle valve for activating an engine brake. This leads to a new actual speed, which can be determined again in step 340. If the measures of the recuperation device or the engine brake are not sufficient to bring about a desired deceleration, the method is continued in step 450.
  • step 450 the control deviation is supplied to a speed control element to form a control variable, in this case for controlling the friction brake the brake pressure.
  • step 460 the friction brake of the motor vehicle is driven with a brake pressure, in particular in accordance with a set driving dynamics and / or as a function of an actual speed of the motor vehicle. This in turn leads to a changed actual speed, which can be determined in step 340.
  • the method illustrated in FIG. 3 is continuously repeated, in particular with a processing rate dependent on the rotational speed of the drive motor, it being understood that during this process the setpoint speed predetermined in step 300 may be varied. The next time the procedure is run, the new setpoint speed is used.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un procédé de régulation de vitesse d'un véhicule automobile, le véhicule automobile comportant une chaîne cinématique (120, 230). La chaîne cinématique (120, 230) est associée à au moins un élément de régulation de vitesse de rotation et la chaîne cinématique (120, 230) comporte comme éléments au moins une roue d'entraînement (129, 238) et au moins un moteur d'entraînement (122, 232) destiné à l'au moins une roue d'entraînement (129, 238). Le procédé comprend les étapes suivantes : convertir une valeur de consigne d'une vitesse du véhicule automobile en une valeur cible d'une vitesse de rotation du moteur d'entraînement (122, 232) (étape 320), déterminer la valeur réelle de la vitesse de rotation du moteur d'entraînement (122, 232) (étape 340), calculer un écart de régulation à partir de la différence entre la valeur de consigne et la valeur réelle de la vitesse de rotation du moteur d'entraînement (122, 232) (étape 360), fournir l'écart de régulation à l'élément de commande de vitesse (114, 221) pour former une grandeur de réglage (étape 390/étape 450), et commander avec la grandeur de réglage un élément de commande qui influe sur la vitesse de rotation d'au moins un élément de la chaîne cinématique (120, 230) (étape 400, étape 460).
PCT/EP2018/084342 2018-01-08 2018-12-11 Procédé de régulation de vitesse d'un véhicule automobile WO2019134792A1 (fr)

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DE102018200169.3A DE102018200169B3 (de) 2018-01-08 2018-01-08 Verfahren zur Geschwindigkeitsregelung eines Kraftfahrzeugs
DE102018200169.3 2018-01-08

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DE102020112706B4 (de) 2020-05-11 2023-03-23 Audi Aktiengesellschaft Verfahren zum Betreiben einer Maschine
DE102020119551A1 (de) 2020-07-24 2022-01-27 Audi Aktiengesellschaft Verfahren zur Regelung eines Antriebsstrangs eines Kraftfahrzeugs, Regelungseinrichtung und Kraftfahrzeug
DE102020119553A1 (de) 2020-07-24 2022-01-27 Audi Aktiengesellschaft Verfahren zum Betrieb eines Kraftfahrzeugs, Regelungseinrichtung und Kraftfahrzeug
DE102020119552A1 (de) 2020-07-24 2022-01-27 Audi Aktiengesellschaft Verfahren zur Regelung eines Antriebsstrangs eines Kraftfahrzeugs, Regelungseinrichtung und Kraftfahrzeug

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