EP2825413A2 - Système d'aide à la conduite et procédé d'aide à la conduite - Google Patents

Système d'aide à la conduite et procédé d'aide à la conduite

Info

Publication number
EP2825413A2
EP2825413A2 EP13714607.2A EP13714607A EP2825413A2 EP 2825413 A2 EP2825413 A2 EP 2825413A2 EP 13714607 A EP13714607 A EP 13714607A EP 2825413 A2 EP2825413 A2 EP 2825413A2
Authority
EP
European Patent Office
Prior art keywords
speed
vehicle
driver assistance
electric motor
assistance system
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Withdrawn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
EP13714607.2A
Other languages
German (de)
English (en)
Inventor
Ludger Fiege
Karl-Josef Kuhn
Thomas Schmid
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.)
Siemens AG
Siemens Corp
Original Assignee
Siemens AG
Siemens Corp
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 Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of EP2825413A2 publication Critical patent/EP2825413A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2063—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for creeping
    • 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
    • B60W30/18063—Creeping
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/12—Induction machines
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/20—DC electrical machines
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/42—Electrical machine applications with use of more than one motor
    • 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
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/16—Driver interactions by display
    • 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
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • 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
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/082—Selecting or switching between different modes of propelling
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to a driver assistance system and a method for driver assistance in a vehicle, which is driven by means of an electric motor, in particular an electric vehicle.
  • Vehicles with electric drive usually have one
  • Electric motor which is positively or positively connected to a drive train.
  • the powertrain transmits the torque provided by the electric motor to the wheels of the vehicle and thus enables the transmission of power to the road.
  • the drive train includes, for example, a drive axle, a differential, the wheels, and possibly a Ge ⁇ gear and / or a clutch.
  • the driver of a vehicle Via an accelerator pedal and a pedal value transmitter, the driver of a vehicle usually influences the engine control and thus the driving speed of the vehicle.
  • the torque of a drive motor is conventionally desired with increasing deflection of the accelerator pedal, an increasing Be ⁇ acceleration of the vehicle increases accordingly, and thereby achieves a Be ⁇ acceleration of the vehicle.
  • FIG. 1 shows the basic course of the required power M (t) when driving on a curb.
  • the Benö ⁇ preferential engine output M (t) increases abruptly.
  • the driver must continue to deflect the accelerator pedal to increase engine power.
  • the required engine power decreases abruptly.
  • the driver must take back the deflection of the accelerator pedal at time t2 and thus reduce the engine power.
  • Too early or too strong a reduction of the engine power would be sliding down the curb again the vehicle, too late or too low Reduce would lead to above-described ⁇ nem overshooting of the vehicle.
  • the engine power at the right time and to take back the right level requires a skilled and experienced driver. It often occurs on reaching the curb at the time t2 to a un ⁇ deliberate sudden increase in the vehicle speed v (t), as shown in FIG. 1 This can lead to ge ⁇ potentially fatal situations, such as when the space is cramped situation around the vehicle or obstacles near the vehicle are present.
  • a driver assistance system for a powered by an electric motor vehicle includes an accelerator pedal, a pedal ⁇ encoder for detecting an accelerator pedal deflection, and a speed sensor for determining an actual speed of the the electric motor.
  • a control device determines a desired speed of the vehicle as a function of the accelerator pedal deflection .
  • the control apparatus regulates the actual speed of the electric motor in dependence on the target speed of the driving ⁇ zeugs.
  • the driver assistance system relates to vehicles with a
  • Electric motor or multiple electric motors are driven.
  • the driver assistance system can be used in vehicles those that are driven exclusively by one or more electric motor, such as electric cars, or in vehicles that still have an internal combustion engine in addition to the electric motor, such as hybrid vehicles or hybrid cars.
  • the vehicles are preferably used for passenger transport.
  • an electric motor for example, three-phase machines are used, such as synchronous motors or asynchronous motors.
  • DC machines such as brushless DC motors can also be used.
  • the electric motor has, for example, a power in the range of 20 kW to 300 kW, preferably in the range of 40 kW to 200 kW.
  • the rated power can be in the range of 20 kW to 150 kW.
  • the electric motor has, for example
  • the electric motor may also have other services.
  • the electric motor is for example coupled to a drive train of the vehicle.
  • the drive train includes, for example, a gear ⁇ be, a drive axle and tires.
  • the coupling between the electric motor and the drive train can take place in a force-locking manner via a clutch, for example a friction clutch or a fluid coupling.
  • the electric motor can be positively connected to the drive train, for example via a gearbox.
  • the vehicle can also be driven, for example, by two motors, whereby the function of a differential is simulated by software and the two motors are correspondingly controlled.
  • the vehicle has an accelerator pedal with which the driver can influence the engine control.
  • the accelerator pedal is usually arranged in the footwell of the vehicle and to operate with the foot.
  • a pedal encoder detects the accelerator pedal deflection, ie the deflection of the accelerator pedal from a rest position.
  • the pedal encoder can generate a potential tiometer or a sensor, the pedal value sensor is eg located on the accelerator pedal or in the vicinity of the accelerator pedal.
  • the pedal encoder When the accelerator pedal is deflected, the pedal encoder sends a signal to the control device.
  • the pedal encoder is connected to the control device.
  • the pedal sensor may for example be electrically Schlos ⁇ sen to the control apparatus or may be, for example, inductively coupled thereto.
  • the pedal encoder can also be connected via an electronic communication connection with the control device, for example via a network.
  • the control device determines the target speed of the vehicle.
  • ⁇ a characteristic curve can be used, which represents a relationship between accelerator pedal deflection and target speed.
  • a linear characteristic, an exponential characteristic or any other characteristic can be used.
  • the speed of the vehicle is regulated by the crizvor ⁇ direction to the amount predetermined by the driver
  • the actual speed of the electric motor is determined by a speed sensor and given a speed signal to the control device.
  • the speed sensor can be, for example, a speed sensor. This may be provided, for example, on the engine axle, on the drive axle of the vehicle or on a tire. Alternatively, the speed is determined, for example by a motor control and the Drehieresig ⁇ signal is passed from this to the control device.
  • the engine control serves as a speed sensor.
  • the control device receives the signals from the pedal encoder and speed sensor. This can for example take place via a elekt ⁇ innovative line. Alternatively, an electronic communication connection, such as a network, may be used. Furthermore, the control device provides signals for engine control.
  • the control device is coupled to the electric motor.
  • the control device may be connected via a frequency converter to the electric motor.
  • the control device forwards signals to the frequency converter, which in turn forwards the operating parameters to the electric motor.
  • the control device may be directly connected to the engine.
  • the control device may be incorporated in an electronic communication link, such as a network.
  • the control device is preferably an electro ⁇ African control device, alternatively, an analog control device may be used.
  • the control device may be an already existing in the vehicle control device, in which the method described below is implemented.
  • the control device may be arranged in the vehicle in addition to other control or control devices, such as the engine control.
  • the control device may comprise a single control device or a plurality of control devices.
  • the accelerator pedal at maximum deflection before a target speed at a pace ie the maximum adjustable target speed is less than 3, 6 km / h (kilometers per hour).
  • example ⁇ the characteristic curve selected so that the settable by the driver at maximum Maier accelerator pedal deflection maximum speed is limited to low speed, for example to step ⁇ tempo and preferably to a speed of 3 km / h, 2 km / h or 1 km /H. It has been shown that precisely by combining a speed control of the motor, a reduction of the maximum speed to a low speed amount and the specification of the desired speed by the accelerator pedal a very well controllable and is provided quickly to be regulated overall system for driver assistance.
  • the vehicle speed is kept constant even when the required engine torque changes. This leads to a much easier operation of the vehicle in combination with the greatest possible control of the vehicle. Because the driver is no longer forced to respond to changes in power requirements for the engine with an actuation of the accelerator pedal. Rather, the regulation takes over the ⁇ se task for the driver. At the same time, the driver can intuitively and very precisely set the speed via the deflection of the accelerator pedal. Thus, dangerous situa ⁇ nen, such as an unintended sudden acceleration of the vehicle zeugs avoided when reaching a curb top.
  • the driver assistance system has an engine torque indicator. This is preferably arranged in the cockpit of the vehicle and indicates to the driver the instantaneous load on the engine.
  • the engine torque indicator is example ⁇ connected to the control device or may be connected to this via an electronic communication link.
  • the engine torque indicator can also be connected to a frequency converter, for example. This allows the driver to detect and prevent possible overloading of the engine at an early stage.
  • the electric motor is a three-phase motor, it is preferably operated using a frequency converter.
  • the frequency converter is connected to the power supply of the vehicle, for example, one or more Akkumulato ⁇ ren.
  • the frequency converter specifies an electrical rotating field, which is controlled by the control device.
  • the control device specifies a frequency, a voltage and / or a current of the rotating field.
  • the electric motor is a separately excited synchronous motor, ie a synchronous motor in which the magnetic field of the rotor is generated by an excitation field.
  • An electric rotating field sets the rotor in rotation.
  • the rotational speed of the rotor is rigidly coupled to a frequency of the rotating field.
  • the control device based on a determined setpoint speed of the motor before a setpoint frequency of the rotating field. For speed control then the manipulated variables voltage and / or current of the rotating field, and frequency of the exciter field are controlled.
  • the electric motor is an asynchronous motor.
  • the rotational speed of the rotor of the asynchronous motor is not rigidly coupled to the frequency of the rotating field, so that the slip increases as the load torque on the motor axis increases.
  • the target speed of the motor is controlled by the control device by changing the manipulated variables frequency, voltage and / or current of the rotating field.
  • the driver assistance system or the method for driver assistance is in operation as soon as the electric motor is started.
  • the method for driver assistance must first be actively started via a switch.
  • the driver assistance system has a switch for starting and / or terminating the driver assistance system.
  • Switch can be arranged, for example, as a manually operated switch in the cockpit of the vehicle.
  • the switch can also be arranged in the footwell of the vehicle and be actuated, for example, by the accelerator pedal is deflected to the stop, similar to a kick-down switch.
  • the switch allows individual use of the assistance system.
  • the driver assistance system is ready for operation only in a predetermined speed range, for example, only as long as a predetermined Grenzgeschwindig ⁇ ness of the vehicle is undershot. This limit speed may be, for example, 3 km / h or 2 km / h or 1 km / h.
  • the control device regulates only if the actual speed of the vehicle is below the pre give ⁇ NEN limit speed.
  • the Grenzge ⁇ speed is equal to a predetermined by the characteristic curve maximum speed.
  • the assistance system is intended to assist drivers when maneuvering or climbing a curb or similar stepped elevation.
  • the above-mentioned limit speeds ensure that the driver assistant is not used at speeds that are unsuitable for the purposes of the driver assistance system.
  • the driver assistance system with a PDC (Park Distance Control) system of the vehicle zeugs connected, for example via an electronic communication ⁇ connection, or may be coupled to the driver assistance system.
  • the PDC system is preferably a conventional PDC system.
  • the PDC system is for example electrically connected to the control device or electrically coupled thereto.
  • the - usually audio or audiovi ⁇ sills - warning signal of the PDC system are also used in operation of the Fah ⁇ rerassistenzsystems. This allows the Fah ⁇ rer obstacles to use of driver assistance system on any front or behind the parked vehicle is informed.
  • the signal of the PDC system can be used for the method for driver assistance.
  • the process for driver assistance includes the steps ei ⁇ nes detecting the accelerator pedal deflection, and determining a target speed of the vehicle in dependence of the ⁇ Fahrpe dalauslenkung.
  • An actual speed of the electric motor is be ⁇ true and the actual speed of the electric motor is then in Ab- dependence controlled by the determined target speed of the driving ⁇ zeugs.
  • the method for sesas ⁇ consistency relieves the driver, particularly in situations that require a rapid change in engine torque. Because the driver can specify a desired speed on the accelerator pedal position, which is regulated by the method for driver assistance regardless of the nature of the road.
  • a set speed is first determined to control the actual speed of the electric motor.
  • the target ⁇ speed of the electric motor from the target speed of the vehicle, taking into account further vehicle parameters such as the like for example the reduction ratio between motor shaft and drive shaft, the wheel diameter certainly.
  • the actual rotational speed of the electric motor is controlled to be substantially equal to the target rotational speed, i. the actual speed deviates from the setpoint speed only by a predetermined amount. Consequently:
  • Actual speed target speed +/- ⁇ , where ⁇ is a predetermined limit for a tolerable deviation.
  • the preset limit value for example, need not be a fixed value and may be, for example, adaptive or driver-dependent.
  • the predetermined limit value may be a fixed value and may be, for example, 3% of the target speed.
  • the deviation may be 2% or 1% of the target speed.
  • a fixed speed can be preset as a limit, eg 10 rpm (Umdre ⁇ ments per minute) or any other speed amounts.
  • the speed control ensures that the speed of the vehicle can be kept almost constant, even in the event of sudden changes in torque requirements, such as a sudden increase or decrease in the torque requirement.
  • the maximum selectable set speed walking pace is, that the maxi ⁇ drawing speed is less than 3.6 km / h.
  • the Reduzie ⁇ tion of the maximum target speed comparable to pace improves the adjustability of the speed by the driver.
  • the maximum speed is limited to low speeds, e.g. on
  • the method is carried out in a development only when a determined actual speed of the vehicle is less than the predetermined limit speed.
  • ⁇ that the method at high speeds ⁇ Ge is inserted through is prevented.
  • the driver is still additional Liehe information about the operating condition of the engine, which he is informed of the motor torque of the electric motor in ⁇ .
  • This can be done for example via a visual display in the cockpit.
  • the driver can be informed haptically, for example via a feedback in the accelerator pedal.
  • the accelerator pedal may vibrate upon reaching a maximum allowable engine torque.
  • the force required to deflect the accelerator pedal may be increased. is dig, with increasing engine torque increase.
  • the information about the engine torque can also be made acoustically, for example with a warning tone when a maximum engine torque is reached.
  • the PDC signal is taken into account when determining the setpoint speed of the vehicle.
  • the characteristic curve which represents the relationship between accelerator pedal deflection and setpoint speed
  • the characteristic can be changed as a function of the PDC signal.
  • the characteristic can be superposed with a value dependent on the PDC signal.
  • the maximum selectable set speed is, for example, ver ⁇ Ringert, when an obstacle, as is detected by the PDC system for example, another vehicle.
  • the target speed can be reduced in this development to a value of 0 km / h.
  • the signal of the PDC system may, for example, be used to terminate the driver assistance procedure.
  • an engine overload as well as a collision with obstacles can be safely avoided.
  • Driver assistance be terminated when the engine load exceeds a permissible maximum torque. This also safely prevents engine overload.
  • the method for driver assistance can be ended, for example, by actuating the vehicle brake. This allows a simple and intuitive termination of the procedure.
  • the vehicle brake is actuated when terminating the method for driver assistance.
  • the driver assistance system can be connected to the vehicle brake or with a control unit to activate the vehicle brake. By the operation of the brake when terminating the driver assistance process, an uncontrolled movement of the vehicle is automatically prevented.
  • the invention provides an assistance function that enables even inexperienced drivers easily to climb with the car a curb or ähnli ⁇ che obstacles.
  • the motor control of an electric motor with sufficient motorization takes place at slow speeds via the rotational speed instead of the torque control typical for this speed range.
  • the vehicle can climb the obstacle with almost constant speed.
  • FIG. 1 shows a diagram with speed profiles when climbing a curb
  • FIG. 2 shows a driver assistance system according to an embodiment of the present invention
  • FIG. 3 shows a method for driver assistance according to an exemplary embodiment of the invention
  • Figure 4 is a schematic diagram of a speed control according to the
  • Figure 1 shows the example of climbing a curb, as by the use of the driver assistance system and the
  • FIG. 2 shows a driver assistance system 10 according to an embodiment of the invention.
  • the driver assistance system 10 has an electric motor 12, which is connected to a drive train 14.
  • the electric motor 12 is e.g. a three-phase motor.
  • the electric motor 12 is an asynchronous motor or alternatively a synchronous motor, such as a synchronous motor. a permanent-magnet synchronous motor or a separately excited synchronous motor.
  • the electric motor 12 is an electronically commutated DC motor.
  • the electric motor is positively connected to its motor axis by a reduction gear to the drive train. In a further development, not shown, the electric motor is non-positively connected to the drive train.
  • the drive train 14 forwards the torque provided by the electric motor to the wheels of the vehicle and thus enables the transmission of power to the roadway.
  • the powertrain 14 includes e.g. a drive axle, a differential, the wheels, and possibly a transmission and / or a clutch.
  • the electric motor 12 is further connected via a frequency converter 16 to an accumulator 18 (or alternatively several accumulators).
  • the accumulator 18 serves to supply power to the electric motor.
  • the frequency converter 16 is connected to a control device 20.
  • the control device 20 is connected to a pedal encoder 22.
  • the pedal value sensor 22 detects the deflection of an accelerator pedal 24.
  • the driver assistance system 10 has a speed sensor 26, which is connected to the control device 20.
  • the speed sensor 26 is, as shown in Figure 2, a speed sensor which is disposed in the vicinity of the motor axis of the electric motor 12. Alterna tively ⁇ , the speed sensor may also be in the drive train 14, for example, be arranged in the vicinity of the drive shaft or the wheels.
  • the speed sensor 26 is realized by a motor control, which is connected to the control device, and determines a speed of the electric motor 12, for example, sensorless.
  • a switch 28 for switching on and off the driver assistance system is also connected to the control device 20.
  • the switch 28 is optional.
  • the driver assistance system 10 may alternatively be provided without the switch 28.
  • the driver assistance system 10 may optionally have an engine torque indicator 30, with which the driver is informed about the engine torque provided by the electric motor 12.
  • the engine torque indicator 30 may be e.g. be arranged in the cockpit of the passenger compartment and is connected to the crizvorrich- device 20.
  • the control device 20 of the driver assistance system is connected to a PDC system 32 of the vehicle.
  • the frequency converter 16, the control device 20, the pedal encoder 22 and the tachometer 26 are connected to each other for example via electrical lines, alternatively they can be interconnected by an electronic communication link. Likewise, the optional
  • Switch 28 the optional engine torque indicator 30 and the PDC system 32 may be connected via electrical lines or integrated into the electronic communication link.
  • a driver assistance process sequence 40 according to an exemplary embodiment of the present invention will now be described in more detail with reference to a schematic flowchart.
  • the driver of the vehicle deflects the accelerator pedal 24 to set a desired speed.
  • the pedal encoder 22 detects the displacement of the accelerator pedal 24.
  • the control device 20 determines the desired speed or target speed v desired of the vehicle (step 44).
  • preference ⁇ example uses a characteristic that a relationship Zvi ⁇ rule accelerator pedal deflection and speed v Soll represents DAR, eg a linear characteristic, an exponential characteristic ⁇ line or any other characteristics.
  • a target rotational speed n is set the electric motor 12 be ⁇ right now in step 46th
  • the target rotational speed n set the electric motor 12 is like, of the rated speed v Soll of the vehicle taking into ⁇ actuation of further vehicle variables, such as the Unterset- reduction ratio between the motor shaft and drive shaft, the wheel diameter certainly.
  • Steps 44 and 46 are performed by the controller 20.
  • the control device 20 can be a single device, but it is also possible to use a plurality of individual devices which communicate with one another and together form the control device 20.
  • step 48 is performed independently of steps 44 and 46.
  • the determination of the actual rotational speed n ist can also take place before or after steps 44 and 46.
  • Deviation is.
  • the steps 42 to 50 are repeated ⁇ long as the process is carried out for driver assistance.
  • the method described above is preferably activated as soon as the electric motor 20 is operated.
  • the method described above can be carried out at slow vehicle speeds, that is, when the vehicle has a speed limit do not exceed ⁇ tet.
  • the limit speed can be eg 3 km / h, or 2 km / h or 1 km / h.
  • the Anlagenge ⁇ speed is determined and ver ⁇ aligned with the limit speed at the beginning of the method described above initially.
  • the vehicle speed can this example ⁇ , from the determined actual speed of the electric motor loading are expected. If the vehicle speed exceeds the limit speed, the driver assistance system is not activated.
  • the method described with reference to FIG. 3 is started and / or ended by the actuation of the switch 28 by the driver.
  • FIG. 4 shows a block diagram for illustrating a speed control 60 of the driver assistance method according to the exemplary embodiment of the present invention.
  • the determined setpoint speed n desired of the electric motor 12 is fed to a speed controller 62 as a reference variable.
  • the frequency of the rotating field which drives the motor ⁇ and set the voltage as manipulated variables by the speed controller 62.
  • the speed controller 62 is preferably a PID controller, ie a proportional-integral-differential controller.
  • the speed controller 62 may also be a proportional controller, a proportional-integral controller, or other suitable controller type.
  • the load torque M L which is not constant over time and, for example, can change abruptly due to changes in the road inclination, acts as a disturbance on the controlled ⁇ stretch 64 a and influences the control variable n.
  • the controlled variable n actual is fed back to the speed controller 62 as a feedback variable.
  • an additional Momentenre ⁇ gelung 66 is provided in the control circuit 60 with a torque ⁇ controller 68.
  • the torque controller 68 according to figure 4 is preferably a PID controller, but may alternatively be other controller such as a proportional controller or a proportional- integral regulator.
  • the torque control 66 is superimposed by the speed control.
  • the control members 62 and 68 are shown purely schematically. It is understood that the expert for the control members 62 and 68 depending on the requirements for the control suitable Regel ⁇ members chooses. Furthermore, several control elements for the speed controller 62 or the torque controller 68 may be used.
  • the above-described speed control 60 can be executed both as an analog and as a digital control loop.
  • the speed control 60 can be used both for synchronous Ren used as well as for asynchronous motors by suitable design of the control members 62 and 68 and used in the driver assistance system.
  • the driver assistance system and the method for driver assistance enable easy and controlled climbing a curb or the simple and controlled Be ⁇ go of road surfaces with strong slope changes.
  • the driver assistance system and the method for driver assistance for example, when parking on areas with strong inclination, eg with a slope of more than 10% percent, helpful. If the vehicle is moved uphill, a larger engine power is required than downhill in a vehicle movement. The same applies if the vehicle is fully loaded, or is operated with a vehicle trailer, such as a caravan. These situations are difficult for inexperienced drivers to control and thus offer a potential hazard that is reduced by the driver assistance system and the process.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Human Computer Interaction (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un système d'aide à la conduite pour un véhicule entraîné au moyen d'un moteur électrique (12), qui présente une pédale d'accélérateur (24), un capteur d'accélérateur (22) pour détecter un déplacement (alpha) de la pédale d'accélérateur, un capteur de vitesse (26) pour déterminer une vitesse réelle du moteur électrique (12) et un dispositif de réglage (20) qui détermine une vitesse de consigne du véhicule en fonction du déplacement (alpha) de la pédale d'accélérateur et règle la vitesse réelle dudit moteur électrique (12) conformément à la vitesse de consigne.
EP13714607.2A 2012-05-29 2013-03-28 Système d'aide à la conduite et procédé d'aide à la conduite Withdrawn EP2825413A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012209000A DE102012209000A1 (de) 2012-05-29 2012-05-29 Fahrerassistenzsystem und Verfahren zur Fahrerassistenz
PCT/EP2013/056654 WO2013178382A2 (fr) 2012-05-29 2013-03-28 Système d'aide à la conduite et procédé d'aide à la conduite

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EP2825413A2 true EP2825413A2 (fr) 2015-01-21

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EP (1) EP2825413A2 (fr)
DE (1) DE102012209000A1 (fr)
WO (1) WO2013178382A2 (fr)

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Publication number Priority date Publication date Assignee Title
CN103935261B (zh) * 2014-03-18 2016-04-20 浙江大学 电动汽车及其控制方法
CN103879306B (zh) * 2014-04-09 2016-06-08 奇瑞新能源汽车技术有限公司 一种汽车坡道辅助系统及其控制方法
CN107472081B (zh) * 2016-12-13 2019-07-19 北汽福田汽车股份有限公司 电动汽车的控制方法、系统及车辆
DE102023212346A1 (de) 2023-12-07 2025-06-12 Schaeffler Technologies AG & Co. KG Verfahren zum Betreiben einer elektrischen Maschine
DE102024208808A1 (de) 2024-09-16 2026-03-19 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Betreiben eines Fahrantriebs einer mobilen Arbeitsmaschine

Family Cites Families (7)

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Publication number Priority date Publication date Assignee Title
JPH0549106A (ja) * 1991-08-09 1993-02-26 Nissan Motor Co Ltd モータ制御装置
JP3379107B2 (ja) * 1991-12-10 2003-02-17 アイシン・エィ・ダブリュ株式会社 電動モータ式車両駆動装置
EP0622264B1 (fr) * 1993-04-28 1998-11-11 Hitachi, Ltd. Système et méthode d'entraínement de véhicule électrique
JP3610969B2 (ja) * 2002-08-27 2005-01-19 日産自動車株式会社 四輪駆動車両の駆動力制御装置
DE10356462A1 (de) * 2003-12-03 2005-07-14 Adam Opel Ag Kraftfahrzeug mit einem Elektromotor
JP4440232B2 (ja) * 2006-06-06 2010-03-24 日立建機株式会社 電気駆動ダンプトラックの駆動システム
DE102008036047B4 (de) * 2008-08-01 2024-10-31 Bayerische Motoren Werke Aktiengesellschaft Kraftfahrzeug umfassend eine Steuereinrichtung zur automatischen Durchführung eines Freischaukelvorgangs

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WO2013178382A2 (fr) 2013-12-05
DE102012209000A1 (de) 2013-12-05

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