EP2681093A1 - Procédé de détermination de la résistance à l'avancement d'un véhicule - Google Patents

Procédé de détermination de la résistance à l'avancement d'un véhicule

Info

Publication number
EP2681093A1
EP2681093A1 EP11785596.5A EP11785596A EP2681093A1 EP 2681093 A1 EP2681093 A1 EP 2681093A1 EP 11785596 A EP11785596 A EP 11785596A EP 2681093 A1 EP2681093 A1 EP 2681093A1
Authority
EP
European Patent Office
Prior art keywords
driving resistance
vehicle
vehicle mass
driving
coefficients
Prior art date
Legal status (The legal status 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 status listed.)
Withdrawn
Application number
EP11785596.5A
Other languages
German (de)
English (en)
Inventor
Jens Papajewski
Christian Wilhelm
Kostyantyn Bass
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Audi AG
Original Assignee
Audi AG
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 Audi AG filed Critical Audi AG
Publication of EP2681093A1 publication Critical patent/EP2681093A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/1005—Driving resistance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/12—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to parameters of the vehicle itself, e.g. tyre models
    • B60W40/13—Load or weight
    • 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
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/0083—Setting, resetting, calibration
    • B60W2050/0088—Adaptive recalibration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/10—Weight
    • 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/209—Fuel quantity remaining in tank
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • 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
    • B60W30/18027—Drive off, accelerating from standstill

Definitions

  • the invention relates to a method for determining the running resistance of a vehicle according to the preamble of patent claim 1.
  • Hybrid vehicles equipped with an electric drive and an internal combustion engine can achieve very low emission levels. Especially in hybrid vehicles, but also in other motor vehicles, it is important for the driver to know how large the remaining range, taking into account the current energy storage content or the tank contents is still. For the determination of the residual range of particular driving resistance of a vehicle is important, which is dependent on the number of occupants, the load, the tire type and other vehicle characteristics.
  • the most accurate knowledge of the driving resistance under different operating conditions of a vehicle can also be used for control tasks within the vehicle.
  • a method for determining the driving resistance of a motor vehicle in which, in conjunction with an automated manual transmission, running resistance values are determined before the start of a switching operation and at a later time. Will in this context a change in driving resistance found, if necessary, a required correction of the switching operation can be performed.
  • the invention has for its object to provide a method for determining the driving resistance of a vehicle, which at the beginning of the journey and during the further journey can provide the most accurate statement about the current driving resistance and vehicle mass.
  • the vehicle mass and driving resistance coefficients are estimated by means of an estimation method taking into account sensor signals before the start of the journey. By means of this estimate, an initial value for the driving resistance is calculated. During the journey, a correction of the driving resistance is then calculated on the basis of measured driving values measured chronologically one after the other, so that the driving resistance originally based on an estimation is determined more accurately while driving. In order to determine these measured values while driving, there is no need to wait for acceleration or coasting operations, but measurements can be carried out at different speeds at different times and used to calculate the driving resistance and the vehicle mass.
  • the estimation of the vehicle mass and the driving resistance coefficients before the start of the journey is carried out by means of a mathematical simulation model, preferably taking into account data which are in any case transmitted via a data bus to a control unit contained in the vehicle.
  • a mathematical simulation model preferably taking into account data which are in any case transmitted via a data bus to a control unit contained in the vehicle.
  • the inventive method can be implemented in a simple manner directly into the control unit.
  • information about the vehicle weight including extra equipment can be stored in the control unit, so that by means of further sensor information, for example about the current tank contents and seat occupancy, a more accurate estimate of the vehicle mass can be made before the journey.
  • load sensors and / or sensor signals which are used for headlamp leveling, be taken into account.
  • Fig. 3 is a functional block diagram for estimating the vehicle mass before driving.
  • FIG. 1 illustrates the estimation of the driving resistance coefficients F 0l Fi, F 2 and the vehicle mass m. The estimation is carried out before the start of the journey, while the calculation, not shown here, is carried out while driving through a plurality of chronologically successive measurements.
  • the estimation takes place in such a way that vehicle data and sensor information such as ambient temperature, current tank content, seat occupancy, ambient pressure, tire pressure, road gradient and the signal of a roof box sensor are taken into account in a mathematical model for the rolling resistance of the vehicle.
  • vehicle data and sensor information such as ambient temperature, current tank content, seat occupancy, ambient pressure, tire pressure, road gradient and the signal of a roof box sensor are taken into account in a mathematical model for the rolling resistance of the vehicle.
  • These data and signals can be taken from a data bus CAN and / or a control unit CPU.
  • the "X” stands for vehicle data as well as for ambient conditions, which can be, for example, influencing variables, such as the drag coefficient and the front face of the vehicle, the vehicle mass, wheel diameter, tire type and temperature specifications, etc.
  • the presence of a roof box can be detected by means of a roof box sensor SD before the start of the journey, whereby a standard evaluation of the drag coefficient c w can be made with the factor 1, 2, which is an increase of 20%. equivalent.
  • the changeover from factor 1 to factor 1, 2 is shown with a broken line.
  • an increase of the end face A L of the vehicle by 0.41 m 2 is made, which is also shown here with a broken line.
  • the estimation of the vehicle mass before the start of the journey is shown by way of example in a functional block diagram.
  • the empty weight is applied to the weight of the individually existing equipment.
  • the weight of the current tank contents is added to the empty weight.
  • the weight of the vehicle occupants is estimated via seat occupancy sensors and in the determination of the vehicle weight taken into account that each occupied seat in the illustrated embodiment, an average value of 75 kg is taken into account.
  • the presence of luggage in the trunk can be considered with a weight surcharge.
  • a weight surcharge of 50 kg is provided, so that the sum of vehicle empty weight and the further weight surcharges leads to the determination of the estimated vehicle mass m FZG SCHAETZ.
  • the estimated values ascertained by way of example according to FIGS. 1 to 3 are replaced by calculated values which result from a multiplicity of measured driving values.
  • the measurements required for this purpose are limited mainly to the driving force F A , the gradient resistance force F S T, the speed v and the acceleration a.
  • Equation 3 the following matrix equation can now be set up for N measurement points:
  • Equation 4 Equation 4 where dv / dt is specified as acceleration a and i G stands for the overall ratio.
  • RRA D is the radius of the wheels
  • J MO T is the moment of inertia of the motor
  • JRAD is the combined mass moment of inertia of the wheels, brakes and drive shafts.
  • Equation 4 can be solved with the least-squares method, resulting in the sought calculated values for the vehicle mass m and the driving resistance coefficients F 0 , F ⁇ F 2 . As soon as these calculated values are available, the values determined by estimation before the start of the journey are replaced. During the journey, a continuous calculation of the values can be carried out, whereby also changing environmental influences, such as wet or dry carriageway, can be taken into account.

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Theoretical Computer Science (AREA)
  • Data Mining & Analysis (AREA)
  • Software Systems (AREA)
  • General Engineering & Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Databases & Information Systems (AREA)
  • Control Of Transmission Device (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention concerne un procédé de détermination de la résistance à l'avancement (Fw) d'un véhicule, le calcul de la résistance à l'avancement (Fw) étant effectué en tenant compte d'une valeur relative à la masse (m) du véhicule. Au début du parcours, la masse (m) du véhicule et les coefficients de résistance à l'avancement (F0, F1, F2) sont évalués au cours d'un procédé d'évaluation en tenant compte des signaux des capteurs ; à partir de cette estimation est calculée une valeur initiale de la résistance à l'avancement (Fw), une valeur corrigée de la résistance à l'avancement (Fw) et de la masse (m) du véhicule étant calculées ensuite pendant le trajet à l'appui de valeurs de mesure en cours de trajet, mesurées successivement dans le temps.
EP11785596.5A 2011-03-04 2011-11-17 Procédé de détermination de la résistance à l'avancement d'un véhicule Withdrawn EP2681093A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011013022A DE102011013022B3 (de) 2011-03-04 2011-03-04 Verfahren zur Bestimmung des Fahrwiderstands eines Fahrzeugs
PCT/EP2011/005798 WO2012119621A1 (fr) 2011-03-04 2011-11-17 Procédé de détermination de la résistance à l'avancement d'un véhicule

Publications (1)

Publication Number Publication Date
EP2681093A1 true EP2681093A1 (fr) 2014-01-08

Family

ID=45002897

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11785596.5A Withdrawn EP2681093A1 (fr) 2011-03-04 2011-11-17 Procédé de détermination de la résistance à l'avancement d'un véhicule

Country Status (5)

Country Link
US (1) US8768536B2 (fr)
EP (1) EP2681093A1 (fr)
CN (1) CN103402847B (fr)
DE (1) DE102011013022B3 (fr)
WO (1) WO2012119621A1 (fr)

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Also Published As

Publication number Publication date
CN103402847B (zh) 2017-02-15
DE102011013022B3 (de) 2012-08-30
US20130345902A1 (en) 2013-12-26
US8768536B2 (en) 2014-07-01
CN103402847A (zh) 2013-11-20
WO2012119621A1 (fr) 2012-09-13

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