Zf Friedrichshafen Ag

Andreas Wendzel

Matthias Reisch

Valerie Engel

Lorenz Fischer

Maik Dreher

Michael Wechs

Ralf Dreibholz

Jürgen Wafzig

Timon Busse

Holger Gohmert

Andreas Füßl

Uwe Fehr

Michael Arnegger

Christian Baumann

Felix Spura

Gregor Stoelcker

Oliver Schneider

Tobias Mindel

Edgar Menezes

A processor unit () for model-based predictive control of a vehicle () taking into account an arrival time factor is configured to calculate a trajectory for the vehicle () based at least in part on at least one arrival time factor, with the trajectory including an entire route () to a specified destination () at which the vehicle () is to arrive, and with the at least one arrival time factor influencing an arrival time of the vehicle () at the specified destination (). Additionally, the processor unit () is configured to optimize a section of the trajectory for the vehicle () for a sliding prediction horizon by executing a model-based predictive control (MPC) algorithm (), where the MPC algorithm () includes a longitudinal dynamic model () of a drive train () of the vehicle () and a cost function () to be minimized.

Model-based predictive control of a vehicle taking into account a time of arrival factor

A processor unit is configured for determining target torque values (), which lie within a prediction horizon (), and target speed values (), which lie within the prediction horizon (), by executing an MPC algorithm, which includes a longitudinal dynamics model of a drive train of the motor vehicle. An autonomous driving function of the motor vehicle is carried out in a torque specification operating mode or in a speed specification operating mode as a function of the level of the target torque values (). In the torque specification operating mode, a prime mover of the drive train is controlled by an open-loop system based on the target torque values (). In the speed specification operating mode, a speed governor of the drive train is controlled by an open-loop system based on the target speed values ().

MPC-based autonomous drive function of a motor vehicle

A device () for determining a discrete representation () of a road section ahead of a vehicle () includes an input interface () for receiving sensor data () of a sensor () with information about the road section ahead of the vehicle, a setting unit () for ascertaining a control distance at which a property of the road section ahead of the vehicle that is relevant for an open-loop control of the vehicle changes based on the sensor data and for setting a support point in a discrete representation of the road section corresponding to the control distance. The setting unit is configured for setting a lower predefined second number (n) of support points based on a predefined first number (n) of support points. The device also includes an output interface () for outputting the lower predefined second number of support points to an optimizer () in order to determine a profile of at least one control parameter for the open-loop control of an open-loop system, a vehicle function based on the second number (n) of support points.

Determining a discrete representation of a roadway section in front of a vehicle

An electro-mechanical actuator for generating an axial actuation force is provided. The electro-mechanical actuator includes an electric machine having a stator () and a rotor (). The electro-mechanical actuator also includes a spindle drive with a rotary element () and with an element that is movable in a translatory manner. A rotation of the rotary element () may result in a translatory motion of the element that is movable in a translatory manner. The rotor () and the rotary element () of the spindle drive are coupled to each other in a circumferential direction (U) such that a rotation of the rotor () results in a rotation of the rotary element () of the spindle drive (). A rotational play () is formed between the rotor () and the rotary element () of the spindle drive in the circumferential direction (U).

Electromechanical actuator for generating an axial actuating force

An assembly has a rotating element, a sensor, and an evaluation unit; wherein the element has a number a of markings; wherein the markings pass through a region detected by the sensor in cycles when the element rotates; wherein the sensor is configured to send a signal to the evaluation unit; and wherein the evaluation unit is configured to assign a time tfor when each signal is sent, wherein the evaluation unit is configured to calculate a function m(t) over time t as a measure for a gradient of the rotational rate of the element.

Gradient determination for measuring rotational speeds

A method for operating a transmission for a motor vehicle having an input shaft, a first shaft connectable to the input shaft via a first input clutch and a second shaft connectable to the input shaft via a second input clutch, a plurality of gearshift clutches, and an output shaft. Different gear ratios between the input and output shafts are implementable by selective engagement of the plurality of clutches. A first torque transmission path between the first and second shafts is engageable with a first friction-locking clutch and a second torque transmission path between the first and second shafts is engageable with a second friction-locking clutch. The method includes actuating, at least intermittently during a synchronization phase in an upshift process of the transmission, the first friction-locking clutch to transmit a first torque and the second friction-locking clutch to transmit a second torque.

Transmission control method

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Grünkraut, Germany

Andreas Wendzel