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WO2020049073A1 - Procédé et système d'échange de données de frottement pour des véhicules - Google Patents

Procédé et système d'échange de données de frottement pour des véhicules Download PDF

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Publication number
WO2020049073A1
WO2020049073A1 PCT/EP2019/073634 EP2019073634W WO2020049073A1 WO 2020049073 A1 WO2020049073 A1 WO 2020049073A1 EP 2019073634 W EP2019073634 W EP 2019073634W WO 2020049073 A1 WO2020049073 A1 WO 2020049073A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
coefficient
friction
data
database
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.)
Ceased
Application number
PCT/EP2019/073634
Other languages
German (de)
English (en)
Inventor
Gerrit SCHMITZ
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.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
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 Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of WO2020049073A1 publication Critical patent/WO2020049073A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • 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
    • B60W40/02—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 ambient conditions
    • B60W40/06—Road conditions
    • B60W40/064—Degree of grip
    • 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
    • B60W40/02—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 ambient conditions
    • B60W40/06—Road conditions
    • B60W40/068—Road friction coefficient
    • 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
    • B60W2530/20—Tyre data
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/55—External transmission of data to or from the vehicle using telemetry

Definitions

  • the present invention relates to a method and a system for exchanging friction data of a traffic area section.
  • the invention can be used advantageously, in particular, for vehicles that travel on such a traffic area section.
  • the coefficient of friction between a vehicle, in particular its tire, and a traffic area section, such as a roadway influences the dynamic driving limits of a vehicle with regard to longitudinal and transverse guidance.
  • the driver may e.g. Using empirical values, brief braking, visual perception or the like, at least to some extent, determine whether the current coefficient of friction is rather high or rather low. For example, the current coefficient of friction on a well-developed and clean road surface and when it is dry can be rather high and thus promote good static friction between the vehicle and the road surface, whereas wetness, black ice,
  • WO 2016/120092 A1 proposes a database-supported coefficient of friction map in which information sent by sending vehicles is received and stored in the database, the information describing at least the specific coefficient of friction potential of a road segment Friction data include the location data describing the geometric position of this road segment and the time data describing the time of determination of the friction data and the data stored in the database can be called up by receiving vehicles.
  • Embodiments of the invention provide an improved possibility for exchanging friction data of traffic areas.
  • a proposed method for exchanging friction data can e.g. be carried out with a database and / or server-based system that exchanges the coefficient of friction data via e.g. a data network enables.
  • the process has the following steps:
  • Database provided, at least a first vehicle and a second vehicle having access to the database.
  • the data to determine the coefficient of friction are at least partially
  • the data can be exchanged between the database and the vehicles, for example, via a data network.
  • a first coefficient of friction correction factor is assigned to the first vehicle and a second coefficient of friction correction factor to the second vehicle, the respective coefficient of friction correction being determined at least in part by the vehicle.
  • the coefficient of friction correction can be understood as a measure which specifies which dynamic driving values the vehicle under consideration can achieve in comparison to a number of other vehicles. For example, in a lot of vehicles with mixed vehicle types, sports vehicles may have higher ones Coefficients of friction have as the average, for example by
  • Vehicle construction such as the chassis design, or other tire compounds, etc. can come about. If, however, a fleet of vehicles of the same type is considered, which therefore only consists of such sports car types, the same vehicle could have a different coefficient of friction correction.
  • the assignment of the coefficient of friction correction can be done for example via a data network, the coefficient of friction correction together with the coefficient of friction through the database, i.e. e.g. linked to the coefficient of friction as a data set, can be provided.
  • the first and second vehicles can e.g. have access to the database via a mobile data connection.
  • the vehicle can be a
  • This method makes it possible to provide a more precise, in particular more plausible, coefficient of friction for a traffic area section by not only weather data, e.g. from a rain sensor of the vehicle or one
  • Determination for example, of the condition of the tires, their mix, age tread depth etc. can also be taken into account.
  • the coefficient of friction correction can thus establish a clearer relationship between the coefficient of friction and a particular vehicle.
  • Data connection are used, e.g. can also be configured bidirectionally, on the one hand, to determine the at least partially determined in the vehicle
  • the coefficient of friction can be compared with the
  • vehicle type can be determined specific to the vehicle type. This means that it cannot only be used for a specific vehicle, e.g. can be identified by his registration number or his vehicle identification number (VIN), but instead eat or be additionally assigned to a specific vehicle type, vehicle model, a specific vehicle configuration, etc.
  • the vehicle type can also be determined, for example, from the vehicle identification number (VIN) and / or other key numbers. This enables an even more objective assessment of the coefficient of friction, in particular the proportion thereof, which is dependent on the vehicle type.
  • a warning can be provided for the respective vehicle, e.g. as signal data or the like if the coefficient of friction related to the vehicle and corrected by the coefficient of friction correction factor deviates inadmissibly from a warning threshold. So certain can
  • Vehicles and / or drivers of a particular vehicle are warned even more precisely or are specifically informed about a warning or the like.
  • Vehicle with a high tread depth is not an immediate danger.
  • one vehicle can be warned in a timely manner before reaching the traffic area section, while the other vehicle can be warned accordingly.
  • This can prevent unwanted or unnecessary warnings.
  • the following can be used to provide the warning: m (standard) ⁇ i (warning) * k (vehicle), where m (standard) is the standardized coefficient of friction, ⁇ ⁇ warning) is the warning threshold value and k (vehicle) is on the vehicle related
  • the coefficient of friction correction factors are compared between at least the first vehicle and the second vehicle, the deviation of the coefficient of friction correction factors from one to the other Problem of the respective vehicle is closed.
  • the coefficient of friction correction factors can be compared with one another, ie among the vehicles, in order to identify vehicle-specific problems, such as tires with insufficient tread depth. This can be particularly true in
  • the database may identify abnormal states of the respective vehicle. For example, the
  • Friction correction factors are filtered according to a specific model and / or vehicle type and this is viewed as a distribution. The bottom x% of the vehicles can then be informed accordingly that there may be a malfunction on the vehicle side.
  • the coefficient of friction correction can be provided or sent from the database.
  • the coefficient of friction correction can be provided or sent from the database.
  • Coefficient of friction correction factor for vehicles of identical, same or at least similar type have at least one essentially identical initial value. This can e.g. the current average coefficient of friction correction factor for this vehicle type or this vehicle model or in the initial state 1.
  • This value can then be used on the vehicle side, e.g. be adjusted algorithmically.
  • the coefficient of friction correction factors of the vehicles can mutually influence one another. This can be particularly the case if the vehicles are in a similar or the same location at a similar or the same time. In other words, the first and second vehicles can meet at a meeting, that is to say when these are in close proximity
  • Traffic area sections often provide similar values - due to the same surface and weather conditions - to increase the number of meetings. At such a meeting you can
  • Friction correction factors of the vehicles according to the determined e.g.
  • friction values are redistributed. For redistribution based on mean values, for example:
  • the coefficient of friction correction of the vehicle can preferably increase with the higher measured coefficient of friction and decrease that of the other vehicle, since they have experienced a comparable situation. This decrease or
  • Increase can be linear, exponential, logarithmic, or a combination thereof.
  • At least data from a driving dynamics control system of the respective vehicle can be evaluated in order to determine the coefficient of friction correction on the vehicle. From this, e.g.
  • Information about the slip behavior is determined, whereby for a specific, in particular temporally and locally determined,
  • Traffic area section data may already be available, so that conclusions can be drawn from a slippage that is not expected per se, a worn tire or the like and, if appropriate, a comparatively lower one
  • Coefficient of friction correction can be derived.
  • the invention also relates to a system for exchanging friction data.
  • the system can be computerized and e.g. be server-like with a data connection.
  • the system has a database, which is set up to determine an at least partially vehicle-specific coefficient of friction for a
  • Traffic area section to provide at least a first vehicle and a second vehicle.
  • the database is also set up to assign a vehicle-specific first coefficient of friction correction to the first vehicle and a vehicle-specific second coefficient of friction correction to the second vehicle.
  • the system can be operated in one or more of the described embodiment variants using the methods explained above and thus offers the advantages explained above.
  • Figure 1 is a schematic overview of a system for the exchange of
  • Friction coefficient data between a database and a plurality of vehicles Friction coefficient data between a database and a plurality of vehicles
  • Figure 2 is a flow diagram of a method for exchanging
  • FIG. 1 shows a system 100 which is suitable for the electronic exchange of friction data, e.g. using cloud computing.
  • the system 100 has a server 110 which has a memory for program instructions, a processor for executing the program instructions, etc., a database 120 which is functionally connected to the server 100, and a communication interface 130 to a data network which in particular enables a radio connection.
  • the system 100 has two vehicles 140, 150 as examples, each of which has access to the server 110 or the database via a first data connection 141, 151, which are only indicated here by two symbols to have.
  • the vehicles 140, 150 are in contact with one another via a second data connection 142, 152, this being indicated here only as an example as a separate data connection and, for example, centrally via the
  • Communication interface 130 can take place.
  • the data connection 141, 151 and 142, 152 is bidirectional and leaves both server side and
  • system 100 e.g. can also be accessible by vehicle fleet, so that dozens, hundreds, thousands or even millions of vehicles can be integrated.
  • the first vehicle 140 travels a first traffic area section 160 and the second vehicle 150 travels a second traffic area section 170, which can be geographically far apart and which are, for example, roads with a e.g. paved road surface.
  • the determination of the coefficient of friction data of the traffic area sections 160, 170 to be exchanged takes place at least partially on the vehicle side, for which purpose a (not specified) control unit of the vehicles 140, 150 is based on data from one
  • Driving dynamics control such as an anti-lock system and an anti-slip control access.
  • the system 100 can operate as described below, with the server-side functions stored in the
  • Program instructions are included and are executed by the processor in order to also trigger activation of the communication interface 130 and the database 120.
  • the vehicles 140, 150 each collect data on the coefficient of friction m of the traffic area section 160, 170 they are traveling on and send this to the database 120 at a definable frequency, for example with additional information about location, time, weather conditions, etc. This processes the sent data and, if necessary, supplements them with further information, such as other weather data.
  • the data collected by vehicles 140, 150 can be checked for plausibility among themselves.
  • the data collected in the database 120 are available to all vehicles 140, 150 and are either in the form of map data from a navigation system as a data block or selectively made available as individual data for certain traffic area sections to be traveled.
  • the vehicle 140 it is possible, for example, for the vehicle 140 to receive data on the coefficient of friction m of the road section 160 from the database 120 at time t1, which data was collected by the vehicle 150 at a time tO while driving on the road section 160.
  • vehicle 150 may receive data on the coefficient of friction m of road section 170, which vehicle 140 collected at time t1.
  • a first coefficient of friction correction factor kl is additionally determined by the first vehicle 140 and a second coefficient of friction correction factor k2 is determined by the second vehicle 150, transmitted to the database 120 and there or in the Server processed.
  • the coefficient of friction correction factor k1, k2 is vehicle-specific and / or vehicle-type-specific and, viewed at least over a period of time, can vary from vehicle 140 to vehicle 150
  • the coefficient of friction correction factor k1, k2 contains, for example, a statement about the quality of the road holding of the vehicle 140, 150 in question, etc.
  • the database 120 thus provides a combination of the coefficient of friction m and the coefficient of friction correction k1, k2.
  • the database 120 or the system 100 use the
  • the system 100 is set up to send out a vehicle-specific warning if a warning threshold value for the respective vehicle 140, 150 is violated, taking into account the specific coefficient of friction correction kl, k2, where: m (norm) ⁇ m (1 / Karn) * k ⁇ vehicle).
  • kl specific coefficient of friction correction
  • the system 100 is set up to initiate a mutual influencing of the coefficient of friction correction factors k1 and k2, where the following applies:
  • step S1 the coefficient of friction in the traffic area section 160, 170 is provided by the database 120 to the vehicles 140, 150.
  • the first coefficient of friction correction factor k1 is assigned to the first vehicle 140 and the second coefficient of friction correction factor k2 to the second vehicle 150.

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Mathematical Physics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Traffic Control Systems (AREA)

Abstract

La présente invention concerne un procédé d'échange de données de frottement. Le procédé permet une évaluation précise de valeurs de frottement et comprend les étapes suivantes consistant à : - fournir une valeur de frottement (μ) d'un secteur de chaussée de circulation (160, 170) par le biais d'une banque de données (120) à laquelle au moins un premier véhicule (140) et un second véhicule (150) ont accès, des données pour déterminer la valeur de frottement (μ) sont déterminées au moins en partie au niveau du véhicule et fournies à la banque de données (120), - attribuer un premier facteur de correction de valeur de frottement (k1) au premier véhicule (140) et un second facteur de correction de valeur de frottement (k2) au second véhicule (150), le facteur de correction de valeur de frottement (k1, k2) respectif étant déterminé au moins en partie au niveau du véhicule. La présente invention concerne en outre un système (100) approprié pour l'exécution du procédé.
PCT/EP2019/073634 2018-09-06 2019-09-05 Procédé et système d'échange de données de frottement pour des véhicules Ceased WO2020049073A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018215170.9A DE102018215170A1 (de) 2018-09-06 2018-09-06 Verfahren und System zum Austausch von Reibwertdaten für Fahrzeuge
DE102018215170.9 2018-09-06

Publications (1)

Publication Number Publication Date
WO2020049073A1 true WO2020049073A1 (fr) 2020-03-12

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PCT/EP2019/073634 Ceased WO2020049073A1 (fr) 2018-09-06 2019-09-05 Procédé et système d'échange de données de frottement pour des véhicules

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DE (1) DE102018215170A1 (fr)
WO (1) WO2020049073A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10597118B2 (en) 2016-09-12 2020-03-24 Kai Concepts, LLC Watercraft device with hydrofoil and electric propeller system
DE102018215231A1 (de) 2018-09-07 2020-03-12 Bayerische Motoren Werke Aktiengesellschaft Verfahren, Vorrichtung, Computerprogramm und Computerprogrammprodukt zum Ermitteln einer Qualitätscharakteristik, eines fahrzeugspezifischen Reibwertes und einer Reibwertkarte
DE102022204541B3 (de) 2022-05-09 2023-08-03 Magna powertrain gmbh & co kg Verfahren zur Ermittlung des Zustands der Reifen eines Fahrzeugs und ein System

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20010045891A1 (en) * 2000-04-21 2001-11-29 Yukio Nakao System for distributing road surface information, system for collecting and distributing vehicle information, device for transmitting vehicle information and program for controlling vehicle
US20110282627A1 (en) * 2010-05-13 2011-11-17 Electronics And Telecommunications Research Institute Method and server of determining advisory safety speed based on road surface states and statistical traffic conditions
US20160176408A1 (en) * 2014-12-22 2016-06-23 Here Global B.V. Method and apparatus for providing road surface friction data for a response action
WO2016120092A1 (fr) 2015-01-29 2016-08-04 Robert Bosch Gmbh Procédé de fonctionnement d'une base de données de coefficients de frottement et base de données de coefficients de frottement
US20180012490A1 (en) * 2016-07-07 2018-01-11 GM Global Technology Operations LLC Method And Apparatus For Road Surface Grip Level Differentiation

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016221975A1 (de) * 2016-11-09 2018-05-09 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Fahrerassistenzsystems, Fahrerassistenzsystem
DE102016225352B4 (de) * 2016-12-16 2018-10-04 Volkswagen Aktiengesellschaft Verfahren zum Schätzen eines Reibwerts einer Fahrbahn mittels eines Kraftfahrzeugs sowie Steuervorrichtung und Kraftfahrzeug
DE102018202933A1 (de) * 2018-02-27 2019-08-29 Robert Bosch Gmbh Verfahren zum Bereitstellen eines Korrekturparameters zum Korrigieren von Eingangswerten zur Reibwertschätzung für ein Fahrzeug und Verfahren zum Korrigieren von Eingangswerten zur Reibwertschätzung für ein Fahrzeug und Verfahren zur Steuerung eines Fahrzeugs

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20010045891A1 (en) * 2000-04-21 2001-11-29 Yukio Nakao System for distributing road surface information, system for collecting and distributing vehicle information, device for transmitting vehicle information and program for controlling vehicle
US20110282627A1 (en) * 2010-05-13 2011-11-17 Electronics And Telecommunications Research Institute Method and server of determining advisory safety speed based on road surface states and statistical traffic conditions
US20160176408A1 (en) * 2014-12-22 2016-06-23 Here Global B.V. Method and apparatus for providing road surface friction data for a response action
WO2016120092A1 (fr) 2015-01-29 2016-08-04 Robert Bosch Gmbh Procédé de fonctionnement d'une base de données de coefficients de frottement et base de données de coefficients de frottement
US20180012490A1 (en) * 2016-07-07 2018-01-11 GM Global Technology Operations LLC Method And Apparatus For Road Surface Grip Level Differentiation

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