Method for traction control of a motor vehicle

Abstract

This invention relates to a method for traction control of a motor vehicle, particularly a single-track motor vehicle, the motor vehicle having a PID drive slip adjuster (2) for adjusting the drive slip κ of at least one drive wheel, wherein the adjustment deviation κ err The input parameter is used as the PID-driven slip regulator (2), the input parameter being determined by means of the theoretical wheel slip κ. soll Actual wheel slip κ ist The difference is obtained, wherein the PID drive slip regulator (2) is composed of the P part M of the PID drive slip regulator (2). AR,P Part I M AR,I and D part M AR,D The driving torque M of the at least one drive wheel is obtained by summing the values. AR,PID And this feedback is sent to the at least one drive wheel, the D part M of the PID drive slip regulator (2) AR,D With the help of slip acceleration α κ The slip acceleration α was obtained. κ It is obtained by means of the difference between the wheel acceleration dVAR / dt of the at least one drive wheel and the vehicle acceleration dVFZG / dt.

Description

TECHNICAL FIELD

[0001] The present application relates to a method for traction control of a motor vehicle, in particular of a single-track motor vehicle, having a PID drive slip regulator for regulating the drive slip κ of at least one drive wheel. BACKGROUND

[0002] A core component of traction control is the slip regulator. The slip regulator regulates the drive slip of the rear wheel tire by adapting the motor torque and thus the drive torque of the at least one drive wheel. The input variable of the slip regulator is the actual slip of the at least one drive wheel as well as the theoretical slip. Here, the actual slip is calculated from the vehicle speed and the circumferential speed of the at least one drive wheel. The theoretical rear wheel slip is derived with the aid of the current vehicle state, for example the inclination position and the speed of the motorcycle, and is the slip which should be regulated by the slip regulator in order to maintain vehicle stability.

[0003] The difference between the theoretical and the actual slip results in a regulation deviation. The regulation deviation is used as an input variable for the PID regulator. In the PID regulator it is then calculated what drive torque of the at least one drive wheel must be provided in order to minimize the regulation deviation. The PID regulator (proportional-integral-derivative controller) comprises parts of a P unit, an I unit and a D unit and can be defined not only with a parallel structure but also with a series structure. Here, the P unit has a proportional transmission characteristic and the P part accordingly consists only of an amplified proportional part and thus has its output signal proportional to the input signal. The I unit has an integral transmission characteristic and the I part accordingly acts on the adjustment variable by integrating the regulation deviation over time. Furthermore, the D unit has a differential transmission characteristic and reacts not to the height of the regulation deviation but to its rate of change. Accordingly, the D part depends on the rate of change of the regulation deviation.

[0004] In a PID regulator according to the prior art, the D part is calculated from the slope of the regulation deviation, which decisively depends on the vehicle speed in addition to the vehicle and wheel acceleration. Thereby, according to the prior art, the higher the vehicle speed, the smaller the D part of the PID regulator when the slip acceleration remains constant. This ultimately leads to the fact that the D factor of the PID regulator can only be optimally adjusted according to one speed, which leads to poor regulation characteristics at other speeds. Alternatively, the D factor can be adapted with the aid of a characteristic curve with respect to the speed in order to always adjust an optimally adjusted factor for the respective speed. However, this is very costly in practice, since an optimally adjusted D factor must be derived for a plurality of speeds. SUMMARY

[0005] Therefore, the object of the present invention is to provide a method for traction control of a motor vehicle, particularly a single-track motor vehicle, the motor vehicle having a PID drive slip regulator for adjusting the drive slip κ of at least one drive wheel, wherein the method improves the adjustment characteristics and optimizes the determination of the corresponding D factor.

[0006] The task is accomplished by the method for traction control of a motor vehicle according to the present invention and the PID drive slip adjuster for adjusting the drive slip κ of the motor vehicle.

[0007] According to the present invention, a method for traction control of a motor vehicle, particularly a single-track motor vehicle, is proposed, the motor vehicle having a PID drive slip adjuster for adjusting the drive slip κ of at least one drive wheel, wherein the method adjusts the deviation κ... err The input parameter used as a PID-driven slip regulator, the adjustment deviation being based on the theoretical wheel slip κ soll Actual wheel slip κ ist The difference is obtained. The PID-driven slip controller consists of the P part and M part of the PID-driven slip controller. AR,P Part I M AR,I and D part M AR,D The wheel driving torque M is obtained by summing the total torque. AR,PID The PID drive slip adjuster feeds back the wheel drive torque to the at least one drive wheel. Here, the D portion M of the PID drive slip adjuster... AR,D With the help of slip acceleration α κ The value is obtained, and the slip acceleration α is calculated. κ By means of the wheel acceleration dv of the at least one drive wheel AR / dt and vehicle acceleration dv FZG / dt is obtained.

[0008] This approach improves the regulation speed of the PID controller and simplifies its parameterization. Advantageously, the D section of the PID controller is used for the damping of the regulation loop. In the case of a slip controller, the D section M... AR,D The change in the regulation deviation should be resisted. err / dt. Physically, the driving torque of the at least one drive wheel should be accurately compensated by part D for the following portion, which causes excess acceleration of the at least one drive wheel. The excess acceleration α of the at least one drive wheel. κ It is the difference between the vehicle acceleration (desired acceleration) and the wheel acceleration of the at least one drive wheel. The undesired wheel acceleration α κThe product of the constant moment of inertia of the at least one drive wheel and the transmission system accurately yields the excess drive torque of the at least one drive wheel, which should be compensated by part D.

[0009] In one advantageous implementation variant, it is specified that the P portion M of the PID-driven slip regulator... AR,P Part I M AR,I and D part M AR,D Each factor is multiplied by the factor used to parameterize the PID-driven slip regulator. Advantageously, the optimized parameterization of the D factor is proportional to and therefore constant with respect to the moment of inertia. By implementing the slip acceleration as a D component, the optimized D factor k can be obtained only once. D It also provides an optimized D-part independent of vehicle speed.

[0010] In embodiments of the present invention, it is specified that the I portion M of the PID-driven slip regulator is... AR,I By means of the adjustment deviation κ err It is obtained by integration.

[0011] Furthermore, the following implementation is advantageous, in which the drive slip adjuster adjusts the drive slip by means of an adaptive motor torque, thereby changing the drive torque M of the at least one drive wheel. AR,PID Therefore, the method for traction control or the PID drive slip adjuster for adjusting the drive slip κ of at least one drive wheel is applied to the motor control and the slip is adjusted.

[0012] In a preferred embodiment of the invention, the actual wheel slip κ ist With the help of vehicle speed v FZG and the circumferential speed v of the at least one drive wheel AR To obtain.

[0013] According to the invention, in an advantageous variant, the theoretical wheel slip κ is specified. soll This is obtained using the current vehicle state. Here, the current vehicle state considers at least one speed and / or tilt position of the vehicle. Advantageously, in order to obtain the theoretical wheel slip, the current vehicle data is taken into account, thereby optimizing traction control.

[0014] In one implementation variation, the method according to the invention utilizes the slip acceleration α κ The moment of inertia J of the at least one drive wheel and transmission system AR+驱动 Multiply to obtain the excess driving torque M that causes slip acceleration of the at least one drive wheel. ARÜIt is advantageous here that the excess drive torque of the at least one drive wheel is to be compensated by means of D and that the optimized parameterization of the D factor is therefore proportional to the moment of inertia and is constant accordingly.

[0015] Furthermore, it is advantageous if in the described embodiment a limit value is specified for the adjustment deviation κ err which defines a tolerance range. In this way, for example, critical values of the wheel slip which lie outside the respective tolerance range can be determined and defined. Here, for example, a limit value is defined for the adjustment deviation κ err wherein an adjustment deviation κ err <= 0 defines a tolerance range within which the PID drive slip controller does not adjust in accordance with the drive torque M AR,PID of the at least one drive wheel; and an adjustment deviation κ err > 0 defines a tolerance range within which the PID drive slip controller adjusts in accordance with the drive torque M AR,PID of the at least one drive wheel.

[0016] In another embodiment of the application it is provided that, if the adjustment deviation κ err exceeds one of the limit values, an alarm signal is output on a display of the motor vehicle. In this way, the driver of the motor vehicle can be informed that a limit value or a tolerance range of the wheel slip is being or has been exceeded.

[0017] According to the application, furthermore, a PID drive slip controller for adjusting the drive slip κ of a motor vehicle, in particular of a single-track motor vehicle, is proposed, which is preferably used to implement the method according to the above disclosure, comprising:

[0018] a. sensors for measuring the vehicle speed v FZG and the peripheral speed v AR of the at least one drive wheel, and

[0019] b. a differentiator for deriving the slip acceleration α κ from the sensor data of the vehicle speed v FZG and the peripheral speed v HR of the at least one drive wheel by means of the difference of the wheel acceleration dv AR / dt and the vehicle acceleration dv FZG / dt,

[0020] wherein the slip acceleration α κ derived by the differentiator is used as the D part in the PID drive slip controller for adjusting the drive slip κ.

[0021] Advantageously, the method for traction control of a motor vehicle, in particular of a single-track motor vehicle, described above can be applied with the aid of a corresponding PID drive slip controller for regulating the drive slip κ of at least one drive wheel.

[0022] The features disclosed above can be combined in any combination, as long as this is technically possible and the features do not contradict each other. BRIEF DESCRIPTION OF DRAWINGS

[0023] Further advantageous further developments of the application are explained in more detail below with reference to the description of preferred embodiments of the application, with reference to the drawings. In the drawings:

[0024] Figure 1 A block diagram of a PID drive slip controller for regulating the drive slip κ of a rear wheel of a motor vehicle is shown. DETAILED DESCRIPTION

[0025] The drawings are exemplary and schematic. Identical reference signs in the drawings indicate identical functional and / or structural features.

[0026] In Figure 1 a block diagram of a PID drive slip controller 2 for regulating the drive slip κ of a rear wheel of a motor vehicle is shown. The PID drive slip controller 2 for regulating the drive slip κ of a rear wheel comprises sensors for measuring the vehicle speed v FZG and the rear wheel circumferential speed v HR and a differentiator 3 for deriving the slip acceleration a κ from the sensor data of the vehicle speed v FZG and the rear wheel circumferential speed v HR with the aid of the difference between the wheel acceleration dv HR / dt and the vehicle acceleration dv FZG / dt. Furthermore, the slip acceleration a κ derived by the differentiator 3 is used as the D part in the PID drive slip controller 2 for regulating the drive slip κ.

[0027] Furthermore, the PID drive slip controller 2 for implementing the following method for traction control of a motor vehicle is configured for regulating the drive slip κ of a rear wheel.

[0028] In the method, the regulation deviation κ err is used as an input variable for the PID drive slip controller 2, which is derived with the aid of the difference between the theoretical rear wheel slip κ soll and the actual rear wheel slip κ ist and the PID drive slip controller 2 is composed of the P part M HR,P , the I part M HR,I and the D part MHR,D The sum of the rear wheel drive moment M HR,PID is fed back to the rear wheels. Furthermore, the D part M HR,D of the PID drive slip controller 2 is determined by means of the slip acceleration a κ , which is determined by means of the difference between the wheel acceleration dv HR / dt and the vehicle acceleration dv FZG / dt.

[0029] Furthermore, in the method, the P part M HR,P , the I part M HR,I and the D part M HR,D of the PID drive slip controller 2 are each multiplied by a factor for parameterizing the PID drive slip controller 2. The I part M HR,I of the PID drive slip controller 2 is determined by means of integrating the control deviation k err . Furthermore, the PID drive slip controller 2 regulates the drive slip by means of adapting the motor torque, thereby changing the rear drive moment M HR,PID .

[0030] Furthermore, the actual rear wheel slip k ist is determined by means of the vehicle speed v FZG and the rear wheel circumferential speed v HR , while the theoretical rear wheel slip k soll is determined by means of the current vehicle state, wherein the current vehicle state takes into account at least one speed and / or inclination position of the motor vehicle.

[0031] The method also comprises causing the excess rear wheel drive moment M HRÜ of the slip acceleration a κ is multiplied by the moment of inertia J HR+驱动 of the rear wheels and the drive train.

[0032] The application in its embodiments is not restricted to the preferred examples given above. Rather, numerous variants are conceivable which utilize the solutions shown even in embodiments which essentially have a different nature.

Claims

1. A method for traction control of a motor vehicle, the motor vehicle having a PID drive slip adjuster (2) for adjusting the drive slip κ of at least one drive wheel. in, Adjustment deviation κ err The input parameter is used as the PID drive slip regulator (2) and is obtained by means of the theoretical wheel slip κ. soll Actual wheel slip κ ist The difference is obtained, wherein the PID drive slip regulator (2) is composed of the P part M of the PID drive slip regulator (2). AR,P Part I M AR,I and D part M AR,D The driving torque M of the at least one drive wheel is obtained by summing the values. AR,PID And it feeds back to the at least one drive wheel. The D part M of the PID-driven slip regulator (2) AR,D With the help of slip acceleration α κ Seeking, The slip acceleration α κ By means of the wheel acceleration dv of the at least one drive wheel AR / dt and vehicle acceleration dv FZG The difference / dt is obtained, where v FZG It is the vehicle speed and v AR It is the circumferential speed of the at least one drive wheel.

2. The method according to claim 1, wherein, The P part M of the PID-driven slip regulator (2) AR,P Part I M AR,I and D part M AR,D Multiply by the factors used to parameterize the PID-driven slip regulator (2), respectively.

3. The method according to claim 1 or 2, wherein, The I part M of the PID-driven slip regulator (2) AR,I By means of the adjustment deviation κ err It is obtained by integration.

4. The method according to claim 1 or 2, wherein, The drive slip adjuster (2) adjusts the drive slip by means of adapting the motor torque, thereby changing the drive torque M of the at least one drive wheel. AR,PID .

5. The method according to claim 1 or 2, wherein, The actual wheel slip κ ist With the help of vehicle speed v FZG and the circumferential speed v of the at least one drive wheel AR To obtain.

6. The method according to claim 1 or 2, wherein, The theoretical wheel slip κ soll The current vehicle state is obtained by taking into account at least one speed and / or tilt position of the vehicle.

7. The method according to claim 1 or 2, wherein, The excess driving torque M that causes slip acceleration in at least one drive wheel ARÜ By means of the slip acceleration α κ The moment of inertia J of the at least one drive wheel and transmission system AR+驱动 The result is obtained by multiplying the products.

8. The method according to claim 1 or 2, wherein, It is specified for adjusting deviation κ err The limit values, which define a tolerance range.

9. The method according to claim 8, wherein, If the adjustment deviation κ err If one of the aforementioned limits is exceeded, an alarm signal will be output on the vehicle's display.

10. The method according to claim 1 or 2, wherein, The motor vehicle in question is a single-track motor vehicle.

11. A PID drive slip adjuster (2) for adjusting the drive slip κ of at least one drive wheel of a motor vehicle, the PID drive slip adjuster comprising: a. Used to measure vehicle speed v FZG and the circumferential speed v of the at least one drive wheel AR The sensors, and b. Used for the speed of a vehicle v FZG and the circumferential speed v of the at least one drive wheel AR Sensor data using wheel acceleration dv AR / dt and vehicle acceleration dv FZG The slip acceleration α is obtained by calculating the difference between / dt and dt. κ Differentiator (3). Among them, the slip acceleration α obtained by differentiator (3) κ Used as part D in the PID drive slip regulator (2) for adjusting drive slip κ.

12. The PID-driven slip regulator (2) according to claim 11, wherein, The motor vehicle in question is a single-track motor vehicle.

13. The PID-driven slip regulator (2) according to claim 11 or 12, wherein, The PID-driven slip regulator is used to implement the method according to any one of claims 1 to 10.

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