METHOD FOR CONTROLLING THE DRIVING MODE OF A MOTOR VEHICLE

• US 20130096792A1
• Filed: 05/04/2011
• Published: 04/18/2013
• Est. Priority Date: 06/22/2010
• Status: Active Grant

• Current Assignee: ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Original Assignee: ZF Friedrichshafen AG (Zeppelin - Stiftung der Stadt Friedrichshafen)
• Inventors: Wurthner, Maik, Kemler, Johannes, Staudinger, Joachim, Maier, Alexander
• Granted Patent: US 8,494,737 B2
• Time in Patent Office: Days
• US Class Current: 701/65
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 2030/1809 Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
• CPC Class Codes: B60W 2552/20 Road profile, i.e. the change in elevation or curvature of a plurality of continuous road segments
• CPC Class Codes: B60W 2556/10 Historical data
• CPC Class Codes: B60W 2556/50 of positioning data, e.g. GPS [Global Positioning System] data
• CPC Class Codes: B60W 2720/103 Speed profile
• CPC Class Codes: B60W 30/143 Speed control B60W30/16 takes precedence
• CPC Class Codes: B60W 30/18072 Coasting
• CPC Class Codes: B60W 40/06 Road conditions
• CPC Class Codes: B60W 40/105 Speed
• CPC Class Codes: B60W 50/0097 Predicting future conditions
• CPC Class Codes: Y02T 10/40 Engine management systems
• CPC Class Codes: Y02T 10/60 Other road transportation technologies with climate change mitigation effect

Abstract

A method of controlling the driving mode of a motor vehicle, having a largely automated drive-train including a drive motor, a transmission and a separator clutch arranged between the motor and transmission, such that while driving, if certain operating conditions exist and a speed profile calculated with reference to topographical data and vehicle parameters for a road section lying ahead is suitable, the drive-train is disengaged and driving continues in a coasting mode until the occurrence of a termination signal. To enable coasting operation, the calculated speed profile for the case of immediate opening of the drive-train is determined continually at equidistant successive travel points along the driving stretch and is, in each case, evaluated in relation to lower and upper speed limits. Coasting is only enabled if, for a specified minimum number of successive travel points, the evaluation result is in each case positive.

Claims

1-19. -19. (canceled)

20. A method of controlling a driving mode of a motor vehicle, having a drive-train that is largely automated and comprises a drive motor, either an incrementally or a continuously adjustable transmission and at least one separator clutch arranged between the drive motor and the transmission, such that while driving, if certain operating conditions exist and a speed profile (v_F(x_FS)) calculated with reference to topographical data and vehicle parameters for a road section lying ahead is suitable, the drive-train is disengaged and driving continues in a coasting mode until an occurrence of a termination signal, the method comprising the steps of:

determining a calculated speed profile (v_F(x_FS)) for a case of immediate disengagement of the drive-train continually at successive, equidistant travel points along a driving stretch (x_FS);

evaluating the calculated speed profile (v_F(x_FS)) in each case in relation to a lower speed limit (v<sub>Gr—

U</sub>) and an upper speed limit (v<sub>Gr—

O</sub>); and

only enabling coasting if, for a specified minimum number (n<sub>X—

Min</sub>) of successive travel points, a result of the evaluation is, in each case, positive.

21. The method according to claim 20, further comprising the step of determining the minimum number (n_X—

_Min) of successive travel points for enabling coasting operation variably as a function of at least one of an elevation profile of the road section lying ahead and the calculated speed profile (v_F(x_FS)), calculated from the elevation profile.

22. The method according to claim 21, further comprising the step of reducing the minimum number of successive travel points (n_X—

_Min) for enabling the coasting operation starting from a standard value if, with reference to the at least one of the elevation profile of the road section ahead and the calculated speed profile (v_F(x_FS)) calculated from the elevation profile, either a downhill start or a beginning of a depression is recognized.

23. The method according to claim 20, further comprising the step of during accelerator pedal operation, defining the lower speed limit (v_Gr—

_U=v_F(0)−

Δ

v_U) as a speed lower than the current actual driving speed (v_F(0)) by a specified lower speed difference (Δ

v_U) and defining the upper speed limit (v<sub>Gr—

O</sub>=v_F(0)+Δ

v_O) as a speed higher than the actual driving speed (v_F(0)) by a specified upper speed difference (Δ

v_O).

24. The method according to claim 20, further comprising the step of during cruise control operation, defining the lower speed limit (v_Gr—

_U) as a speed at which the cruise control would call for an engine torque and defining the upper speed limit (v<sub>Gr—

O</sub>) as a speed at which the cruise control would call for a braking torque.

25. The method according to claim 20, further comprising the step of reducing at least the upper speed limit (v_Gr—

_O) over a specified adaptation distance (Δ

x_Mod) to a statutory speed limit (v_Lim), if the statutory speed limit (v_Lim) is below the upper speed limit (v_Lim<

v<sub>Gr—

O</sub>) and begins within the road section lying ahead.

26. The method according to claim 20, further comprising the step of defining the evaluation result as positive if, within the road section ahead, the calculated speed profile (v_F(x_FS)) does not fall below the lower speed limit (v_Gr—

_U) and does not exceed the upper speed limit (v<sub>Gr—

O</sub>).

27. The method according to claim 20, further comprising the step of defining the evaluation result as positive if, within the road section ahead, the calculated speed profile (v_F(x_FS)) falls below the lower speed limit (v_Gr—

_U) and then rises above the lower speed limit (v<sub>Gr—

U</sub>) again, provided that a period below the lower speed limit (v<sub>Gr—

U</sub>) lasts no longer than a specified, tolerable number (n<sub>x—

Tol—

U</sub>) of successive travel points and is within a specified, tolerable speed difference (Δ

v<sub>Tol—

U</sub>).

28. The method according to claim 20, further comprising the step of defining the evaluation result as positive if, within the road section ahead, the calculated speed profile (v_F(x_FS)) rises above the lower speed limit (v_Gr—

_O) and then falls below the lower speed limit (v<sub>Gr—

O</sub>) again, provided that a period below the lower speed limit (v<sub>Gr—

O</sub>) lasts no longer than a specified, tolerable number (n<sub>X—

Tol—

O</sub>) of successive travel points and is within a specified, tolerable speed difference (Δ

v<sub>Tol—

O</sub>).

29. The method according to claim 20, further comprising the step of defining the evaluation result as positive if, with a negative gradient of the calculated speed profile (v_F(x_FS)) at an end of the road section ahead, the speed profile (v_F(x_FS)) extrapolated linearly beyond the last travel point of the road section exceeds the lower speed limit (v_Gr—

_U) for more than a specified minimum number (n<sub>XP—

Min—

U</sub>) of successive travel points.

30. The method according to claim 20, further comprising the step of defining the evaluation result as positive if, with a positive gradient of the calculated speed profile (v_F(x_FS)) at an end of the road section ahead, the speed profile (v_F(x_FS)) extrapolated linearly beyond the last travel point of the road section exceeds the upper speed limit (v_Gr—

_O) for more than a specified minimum number (n<sub>XP—

Min—

O</sub>) of successive travel points.

31. The method according to claim 20, further comprising the step of defining the evaluation result as positive if, within the road section ahead, the calculated speed profile (v_F(x_FS)) falls below the lower speed limit (v_Gr—

_U) for more than a specified minimum number (n<sub>X—

Min—

U</sub>) of successive travel points.

32. The method according to claim 20, further comprising the step of defining the evaluation result as positive if, within the road section ahead, the calculated speed profile (v_F(x_FS)) is below the upper speed limit (v_Gr—

_O) for more than a specified minimum number (n<sub>X—

Min—

O</sub>) of successive travel points.

33. The method according to claim 20, further comprising the step of terminating coasting operation, under normal operating conditions, if either the actual driving speed (v_F) or the calculated speed profile (v_F(x_FS)) reaches either the lower speed limit (v_Gr—

_U) or the upper speed limit (v<sub>Gr—

O</sub>).

34. The method according to claim 21, further comprising the step of terminating coasting operation, even before the calculated speed profile (v_F(x_FS)) reaches the lower speed limit (v_Gr—

_U) if, with reference to at least one of the elevation profile of the road section lying ahead and the speed profile (v_F(x_FS)) calculated from the elevation profile, either an uphill slope or an end of a depression is recognized.

35. The method according to claim 20, further comprising the step of terminating coasting even before the calculated speed profile (v_F(x_FS)) reaches either the lower speed limit (v_Gr—

_U) or the upper speed limit (v<sub>Gr—

O</sub>) if, an intersection gradient (dv_F/dt) of the calculated speed profile (v_F(x_FS)) either falls below a specified deceleration limit value ((dv_F/dt)<sub>Max—

U</sub>) or exceeds a specified acceleration limit value ((dv_F/dt)<sub>Max—

O</sub>).

36. The method according to claim 20, further comprising the step of shifting the transmission to neutral at a beginning of the coasting operation in the case of a coasting operation that is to be expected on the basis of the calculated speed profile (v_F(x_FS)) and which extends over more than a specified reference number (n_X—

_Ref) of successive travel points, whereas in contrast, if the coasting operation is expected to extend over fewer successive travel points than the specified reference number (n<sub>X—

Ref</sub>), only the separator clutch is disengaged when coasting begins.

37. The method according to claim 20, further comprising the step of determining, in each case, the calculated speed profile (v_F(x_FS)) for either a road section ahead with a length of between about 300 to about 500 meters long.

38. The method according to claim 20, further comprising the step of determining, in each case, the calculated speed profile (v_F(x_FS)) for either a road section ahead with a length of about 400 meters long.

39. The method according to claim 20, further comprising the step of repeating the determination of the calculated speed profile (v_F(x_FS)) at equidistant driving stretch intervals of between about 3 and 5 meters.