Method for Monitoring Traction for a Motor Vehicle

Abstract

The present subject matter relates to monitoring traction for a motor vehicle. A vehicle speed and a circumferential speed of the at least one driven wheel are sensed using sensors of the motor vehicle. A control deviation is determined based on a difference of a setpoint wheel slip and an actual wheel slip. The control deviation is input to the PID traction controller. A slip acceleration is determined based on a difference of a wheel acceleration of the at least one driven wheel and a vehicle acceleration determined from the sensed vehicle speed and a circumferential speed of the at least one driven wheel. Using the PID traction controller, a drive torque of the at least one driven wheel is determined from a sum of a P-component, an I-component, and a D-component of the PID traction controller. The drive torque back to the at least one driven wheel.

Claims

1.-10. (canceled)

11. A method for traction control for a single-track motor vehicle with an electronic PID traction controller for controlling a drive slip K of at least one driven wheel, comprising: sensing, using sensors of the motor vehicle, a vehicle speed v.sub.FZG and a circumferential speed v.sub.AR of the at least one driven wheel; determining a control deviation K.sub.err based on a difference of a setpoint wheel slip K.sub.soll and an actual wheel slip K.sub.ist; inputting the control deviation K.sub.err to the PID traction controller; determining a slip acceleration .sub.K based on a difference of a wheel acceleration d.sub.VAR/dt of the at least one driven wheel and a vehicle acceleration d.sub.VFZG/dt determined from the sensed vehicle speed v.sub.FZG and a circumferential speed v.sub.AR of the at least one driven wheel; determining a D-component M.sub.AR,D of the PID traction controller based on the slip acceleration .sub.K, determining, using the PID traction controller, a drive torque M.sub.AR,PID of the at least one driven wheel from a sum of a P-component M.sub.AR,P, an I-component M.sub.AR,I, and the D-component M.sub.AR,D of the PID traction controller; and providing the drive torque M.sub.AR,PID back to the at least one driven wheel.

12. The method according to claim 11, further comprising: multiplying each of the P-component M.sub.AR,P, the I-component M.sub.AR,I and the D-component M.sub.AR,D of the PID traction controller with a factor for parameterization of the PID traction controller.

13. The method according to claim 11, further comprising: determining the I-component M.sub.AR,I of the PID traction controller by integrating the control deviation K.sub.err.

14. The method according to claim 11, further comprising: controlling, by the PID traction controller, a drive slip by adapting an engine rotational speed to change the drive torque M.sub.AR,PID of the at least one driven wheel.

15. The method according to claim 11, further comprising: determining the actual wheel slip K.sub.ist by the vehicle speed v.sub.FZG and the circumferential speed v.sub.AR of the at least one driven wheel.

16. The method according to claim 11, further comprising: determining the setpoint wheel slip K.sub.soll based on a current vehicle state based on at least a speed and/or a tilted position of the motor vehicle.

17. The method according to claim 11, further comprising: determining an excess drive torque M.sub.AR that causes the slip acceleration of the at least one driven wheel being by multiplying the slip acceleration .sub.K and a mass moment of inertia of the at least one driven wheel and drive train J.sub.AR+Antrieb.

18. The method according to claim 11, further comprising: specifying limit values for the control deviation K.sub.err, wherein the limit values define a tolerance range.

19. The method according to claim 18, further comprising: outputting a warning signal on a display of the motor vehicle if the control deviation K.sub.err exceeds one of the limit values.

20. A PID traction controller for controlling a drive slip K of at least one driven wheel of a single-track motor vehicle, comprising: a vehicle speed sensor to measure a vehicle speed v.sub.FZG; a circumferential speed sensor to measure a circumferential speed VAR of the at least one driven wheel; and a plurality of differentiators to determine a slip acceleration .sub.K by based on a difference of a wheel acceleration D.sub.VAR/dt and a vehicle acceleration d.sub.FZG/dt based on the vehicle speed sensor and the circumferential speed sensor, wherein the slip acceleration .sub.K is as D-component in the PID traction controller to control a drive slip K of the at least one driven wheel.

Description

BRIEF DESCRIPTION OF THE DRAWING

[0023] FIG. 1 shows a block circuit diagram of a PID traction controller for controlling a drive slip K of a rear wheel of a motor vehicle.

DETAILED DESCRIPTION

[0024] The FIGURE is diagrammatic by way of example. Identical designations in the FIGURE indicate identical functional and/or structural features.

[0025] FIG. 1 shows a block circuit diagram of an electronic PID traction controller 2 for controlling a drive slip K of a rear wheel of a motor vehicle. The electronic PID traction controller 2 for controlling the drive slip K of the rear wheel comprises sensors for measuring a vehicle speed v.sub.FZG and a rear wheel circumferential speed v.sub.HR, and the differentiator module 3 for determining the slip acceleration .sub.K using a difference of a wheel acceleration d.sub.VHR/dt and a vehicle acceleration d.sub.VFZG/dt from the sensor data of the vehicle speed v.sub.FZG and the rear wheel circumferential speed v.sub.HR. Furthermore, the slip acceleration .sub.K which is determined by way of the differentiator module 3 is used as de-component in the electronic PID traction controller 2 for controlling a drive slip K.

[0026] Moreover, the electronic PID traction controller 2 for carrying out the following method for traction control for a motor vehicle is configured to control a drive slip K of the rear wheel.

[0027] In the case of the method, a control deviation K.sub.err is used as input variable of the electronic PID traction controller 2, which control deviation K.sub.err is determined using a difference of a setpoint rear wheel slip K.sub.soll and an actual rear wheel slip K.sub.ist, and the electronic PID traction controller 2 determines a rear wheel drive torque M.sub.HR,PID of the at least one driven wheel from a sum of a P-component M.sub.HR,P1, an I-component M.sub.HR,I and a D-component M.sub.HR,D of the electronic PID traction controller 2, which is fed back to the rear wheel. Furthermore, the D-component M.sub.HR,D of the electronic PID traction controller 2 is determined using a slip acceleration .sub.K, the slip acceleration .sub.K being determined using a difference of a wheel acceleration d.sub.VHR/dt and a vehicle acceleration d.sub.VFZG/dt.

[0028] Moreover, in the case of the method, the P-component MHR,P, the I-component M.sub.HR,I and the D-component M.sub.HR,D of the electronic PID traction controller 2 are multiplied in each case with a factor for parameterization of the electronic PID traction controller 2. The I-proportion M.sub.HR,I of the electronic PID traction controller 2 is determined using an integration of the control deviation K.sub.err. Furthermore, the electronic PID traction controller 2 controls the drive slip using adaptation of an engine rotational speed, as a result of which the rear wheel drive torque M.sub.HR,PID is changed.

[0029] Moreover, the actual rear wheel slip K.sub.ist is determined using a vehicle speed v.sub.FZG and a rear wheel circumferential speed v.sub.HR, and the setpoint rear wheel slip K.sub.soll is determined based on a current vehicle state, the current vehicle state considering at least a speed and/or a tilted position of the motor vehicle.

[0030] Furthermore, the method comprises that an excess rear wheel drive torque M.sub.HR, bringing about the slip acceleration, is determined using a multiplication of the slip application .sub.K and a mass moment of inertia of the at least one driven wheel and drive train J.sub.AR+Antrieb.

[0031] The term module (and other similar terms such as unit, subunit, submodule, etc.) in the present disclosure may refer to a software module, a hardware module, or a combination thereof. Modules implemented by software are stored in memory or non-transitory computer-readable medium. The software modules, which include computer instructions or computer code, stored in the memory or medium can run on a processor or circuitry (e.g., ASIC, PLA, DSP, FPGA, or other integrated circuit) capable of executing computer instructions or computer code. A hardware module may be implemented using one or more processors or circuitry. A processor or circuitry can be used to implement one or more hardware modules. Each module can be part of an overall module that includes the functionalities of the module. Modules can be combined, integrated, separated, and/or duplicated to support various applications. Also, a function being performed at a particular module can be performed at one or more other modules and/or by one or more other devices instead of or in addition to the function performed at the particular module. Further, modules can be implemented across multiple devices and/or other components local or remote to one another. Additionally, modules can be moved from one device and added to another device, and/or can be included in both devices and stored in memory or non-transitory computer readable medium.

[0032] The implementation of the present subject matter is not restricted to the preferred examples specified in the preceding text. Rather, a number of variants are conceivable which use the illustrated solution even in the case of examples of fundamentally different type.