CN110588668A

CN110588668A - Method for operating a motor vehicle, control device and motor vehicle

Info

Publication number: CN110588668A
Application number: CN201910498824.9A
Authority: CN
Inventors: N·施密特-温克尔; F·米尔费尔德
Original assignee: ZF Friedrichshafen AG
Current assignee: ZF Friedrichshafen AG
Priority date: 2018-06-11
Filing date: 2019-06-11
Publication date: 2019-12-20
Also published as: DE102018209275A1

Abstract

The invention relates to a method for operating a motor vehicle having a first driving mode and a second driving mode, which has at least one operating element (9), characterized in that the operating element (9) of the motor vehicle (1) is associated with different functions depending on the driving mode. The invention further relates to a control device. The invention further relates to a motor vehicle.

Description

Method for operating a motor vehicle, control device and motor vehicle

Technical Field

The invention relates to a method for operating a motor vehicle having a first driving mode and a second driving mode, which has an operating element.

Background

Automotive vehicles include various operating components. The lights may be turned on and off, for example, by a selector lever or an operating button. The steering light and the wiper blade of the motor vehicle can also be operated by means of an operating element. Selection elements for engaging gears or gear ratio steps are also known.

As the number of operating elements and driver assistance systems continues to increase, there is a problem that more and more operating elements are required.

Disclosure of Invention

In view of the above, the object of the present invention is to provide a method for operating a motor vehicle, which requires the least possible number of operating elements.

In order to solve this problem, it is proposed that the operating elements of the motor vehicle be associated with different functions depending on the driving mode.

As the driving mode, for example, an internal combustion engine type driving operation, an electric motor type driving operation, a traffic jam driving, a start-stop traffic, an automatic driving mode, or a manual driving mode is known. The driving mode is determined according to the boundary condition. These boundary conditions can be set by the driver or can arise through external influences or operating parameters. The changeover from electric-motor drive to internal-combustion-engine drive can be set by the driver, for example, or alternatively can be carried out automatically when the battery is dead.

In one of the driving modes, the operating element is associated with at least one function and in a second driving mode with at least one further function. As will be described in more detail below, the operating element can also be associated with a plurality of functions in only one driving mode. It is essential to the invention that at least some of the functions are changed when the driving mode is changed. In principle, one part of the function allocation may remain unchanged, while another part cannot. The operating element is therefore assigned or associated with different functions in each driving mode.

In this way, a plurality of functions can be allocated to a single operating element.

The association of the functions now relates not only to the signals but also to the driving mode. When the operating element is operated, in addition to the evaluation signal, the driving mode needs to be queried in order to generate a correct output signal by the control device.

The operating element can preferably be an operating element for adjusting a parameter of the driving mode. The parameters of the driving mode are, for example, the speed of the vehicle, the degree of energy recovery of the electric machine, the gear, etc.

Advantageously, the operating element may be an operating element for adjusting a parameter of the drive train. The above parameters are also examples of drive train parameters.

Advantageously, the operating element may be a drive train operating element. The operating element can be, in particular, a gear ratio step or a gear selection element. These functions may be provided on the same operating element or on different operating elements.

Advantageously, the operating element can be configured as a selector lever. Alternatively, the operating element may be configured as a pair of operating buttons or an operating panel. In an automatic vehicle, there is a select lever for selecting a gear ratio step, and at least "D", "R", and "P" are used as the gear ratio step. In addition to the ratio step selection channel, a gear selection channel can additionally be provided for the lever for manual upshifting and downshifting. Furthermore, paddles on steering wheels are known, by means of which the gears can be manually adjusted. Accordingly, the operating element can be used as a shifting device. This is independent of the specific design of the operating element.

Preferably, the operating element is associated with two different functions in the first driving mode. As mentioned above, it is important that the function allocation is at least partially changed when switching between the two driving modes, multiple movements in one mode also being possible.

The operating element can preferably be used in the first driving mode for changing the gear of the transmission. The preferred operating element can also be used in the first driving mode for varying the degree of energy recovery of the generator. The differentiation of the function assignment can be realized, for example, by the duration of the operation. The gear changes when the selector lever is held in the operating position in the gear selection channel for less than, for example, 200 milliseconds; when the operation duration exceeds this time, the degree of energy recovery changes. The change in the degree of energy recovery can be carried out steplessly or in stages. By varying the degree of energy recovery, in particular at low speeds, a full braking of the motor vehicle can be achieved.

Advantageously, the first driving mode may be an internal combustion engine type driving mode, an electric motor type driving mode or a hybrid driving mode. The association of the function with the operating element or the selector lever can be identical here. But not all signals are converted. In motor-driven driving, no transmission shifting is performed, even if this is requested by an operating element.

The preferred operating element can be associated with the driver assistance system in the second driving mode. In principle, it is possible to associate a driver assistance system in which the parameters are to be increased or decreased steplessly. But is particularly preferably associated with a traffic jam assistance system or a distance control system and/or a cruise control system. The distance to the vehicle in front can be increased or decreased by the operating element, for example. It is particularly preferred that the speed of the motor vehicle can be adjusted, i.e. increased and decreased, in the traffic jam mode. This has the advantage that the speed of the motor vehicle can be controlled solely by the operating element when driving slowly, for example on a motorway in intensive traffic or traffic jams. The constant-speed cruise controller or the brake pedal or the accelerator pedal does not need to be operated. The speed of the motor vehicle can thus be influenced in three ways by means of the operating element: first, either an upshift or a downshift; second, the degree of energy recovery of the generator can be increased or decreased, thereby also affecting speed; or the speed may be adjusted and controlled by the driver assistance system. It can also be provided that the driver assistance system intervenes in the engine control when the driving speed increases and influences the energy recovery level again when the driving speed decreases.

Advantageously, the second driving mode may be automatically present below a threshold speed. At travel speeds below 20km/h, for example, there is traffic congestion travel and a crawl for this. When the threshold speed is undershot, the second driving mode is automatically switched over. Only at such low speeds is it necessary to associate a driver assistance system that allows for the implementation of a creep or a slow travel.

It may also be desirable to influence the speed by the degree of energy recovery at higher driving speeds. For example, braking at higher speeds may also be possible on a highway without having to slow down to a stop.

Advantageously, the second driving mode can be switched off. When such an association is not desired, it can be avoided by turning it off.

Preferably, the first travel mode is selectable from all travel modes other than the second travel mode or from a group of travel modes without the second travel mode. The operating element is therefore always associated with the same function, except in the second driving mode.

Furthermore, it can be provided that the second driving mode can be selected from the driving mode list and/or the functions to be associated in the second driving mode can be freely selected. Therefore, it is possible to store in the motor vehicle control device: the operating element is to be associated with which driver assistance system in the second driving mode. It is also possible here to select what should be regarded as the starting point for the entry into the second driving mode.

The operating element of the motor vehicle can preferably be associated with a first and a second function in the first driving mode, at least a third function in the second driving mode and the first function in the third driving mode. Advantageously, the motor vehicle can be associated with the second function in the fourth driving mode. This means that there is a travel mode that relates only to a partial function of the first travel mode. For example, the first running mode may be a hybrid running mode, the third running mode may be an internal combustion engine running mode, and the fourth running mode may be a motor running mode.

The method is advantageously a method for operating a motor vehicle having an automatic transmission, in particular an automated manual transmission, and at least one electric machine as a drive. Preferably the motor may be part of an electrical shaft.

The invention further relates to a control device for a motor vehicle. The control device is characterized in that it is designed to carry out the above-described method.

The invention further relates to a motor vehicle having a control device. The motor vehicle is characterized in that the control device is configured as described.

The devices described in the operation of the motor vehicle, such as the driver assistance system, can of course also be present in the motor vehicle, and this need not be mentioned separately. And vice versa.

Drawings

Further advantages, features and details of the invention are given by the following description of embodiments and the figures. The attached drawings are as follows:

FIG. 1 shows a motor vehicle;

FIG. 2 shows the operating elements of the first embodiment;

FIG. 3 shows the operating elements of a second embodiment; and is

Fig. 4 shows the operating elements of a third embodiment.

Detailed Description

Fig. 1 shows a motor vehicle 1 with a drive train 2. The drive train 2 comprises an internal combustion engine 3, a transmission 4 and a clutch 5 arranged between the internal combustion engine and the transmission. The clutch is operable by means of a clutch actuator 6 and the transmission is operable by means of a transmission actuator 7. The clutch actuator 6 and the transmission actuator 7 are controlled by a control device 8. The control device 8 is also connected to an operating element 9, which is embodied in fig. 1 as a selector lever 10.

Furthermore, the control device 8 may control the electric motor 12 of the electric shaft 14. The electric machine 12 may operate as a motor and a generator and thus be both a motor and a generator.

Fig. 2 shows an operating element 9 of the first embodiment. The selector lever 10 is shown here purely schematically, and together with the shift gate forms a selector device 16. The selector lever 10 can select the gears "D", "N", "R", "P" in a first path in the direction of arrow 18. The function associated in the second lane in the direction of arrow 20 is related to the mode of operation and the mode of travel.

In the first driving mode, i.e. in one hybrid driving mode, there is a functional association of:

if the selector lever 10 is moved into the operating position with the symbol "+" for less than 200 milliseconds, the gear of the transmission is increased by one gear. If the selector lever 10 is moved into the operating position with the symbol "-" for less than 200 milliseconds, the gear of the transmission is shifted down by one gear.

Conversely, if the selector lever is held in the operating position "+" for more than 200 milliseconds, the degree of energy recovery of the electric machine 12 in generator operation decreases and increases in the operating position "-". A reduction in the degree of energy recovery corresponds to an increase in speed and vice versa, so that it appears advantageous to assign operating positions "+" and "-". But this may be done in reverse. It is important that in the first driving mode two different functions, namely gear selection and energy recovery level selection, are associated by means of the operating element 9, which functions are requested by different operating durations.

Conversely, when the motor vehicle is in a second driving mode, such as a traffic jam mode, the speed to be set by the driver assistance system can be increased by moving the selector lever 10 as operating element 9 into the operating position "+" and into the operating position "-" to reduce the speed. Preferably, the request of the driver assistance system, for example the cruise control, is also made when the operating duration is longer than a predetermined duration, for example 200 milliseconds. Shifting can then also be carried out in the second driving mode by using the shift lever 16 when the operating duration is less than 200 ms. In this embodiment, one function is the same in both driving modes, but the second is different.

In this embodiment, the first running mode is a hybrid running mode, and the second mode is a traffic jam mode. The transition from the first mode of travel to the second mode of travel may be made automatically below a threshold speed, such as 20 km/h.

Alternatively, the first driving mode may be an internal combustion engine type driving. Thus canceling the association with the function of changing the degree of energy recovery.

Fig. 3 shows an alternative embodiment of the selection means, which differs mainly in the arrangement of the selection channels. It can be seen that the design of the operating position can be different without changing the function. The association of the selector lever 10 is the same as described in fig. 2, and reference is made to this section.

Fig. 4 shows a steering wheel 22 in which the selection device 16 is configured in the form of two operating paddles 24 and 26. In addition to the operating paddles 24 and 26, there is also a selector lever 10 for selecting a gear ratio step. The association of functions with the operating tabs 24 and 26 is performed as described herein with the operating tab 24 corresponding to the operating position "+" and the operating tab 26 corresponding to the operating position "-". In this case, the operating paddle 24 can also change the energy recovery level and increase the gear in the first driving mode by using different operating durations. The same applies to the operating paddle 26, by means of which the gear can be lowered or the degree of energy recovery increased. In the second driving mode, the driving speed of a driver assistance system, such as a cruise control, can be set accordingly.

List of reference numerals

1 Motor vehicle

2 drive transmission system

3 internal combustion engine

4 speed variator

5 Clutch

6 Clutch actuator

7 Transmission actuator

8 control device

9 operating element

10 selector lever

12 electric machine

14 shaft

16 selection device

18 arrow head

20 arrow head

22 steering wheel

24 operation shifting piece

26 operation shifting piece

+ operating position

-an operating position

Claims

1. A method for operating a motor vehicle (1) having a first driving mode and a second driving mode, which has at least one operating element (9), is characterized in that the operating element (9) of the motor vehicle (1) is associated with different functions depending on the driving mode.

2. Method according to claim 1, characterized in that the operating element (9) is an operating element for adjusting a parameter of a driving mode.

3. Method according to claim 1 or 2, characterized in that the operating element (9) is a drive train operating element.

4. Method according to any one of the preceding claims, characterized in that the operating element (9) is configured as a selector lever.

5. Method according to any one of the preceding claims, characterized in that the operating element (9) is used as a gear shift device.

6. Method according to any one of the preceding claims, characterized in that the operating element (9) is associated with two different functions in the first mode of travel.

7. Method according to any one of the preceding claims, characterized in that the operating element (9) is used in the first driving mode for changing a gear of a transmission.

8. Method according to any of the preceding claims, characterized in that the operating element (9) is used in the first mode of travel for changing the degree of energy recovery of the generator (12).

9. Method according to one of the preceding claims, characterized in that a first operating parameter of the drive train or a second operating parameter of the drive train is changed by the operating element (9) depending on the operating duration in the first mode of travel.

10. Method according to any one of the preceding claims, characterized in that the operating element (9) is associated with a driver assistance system in the second driving mode.

11. Method according to any one of the preceding claims, characterized in that the vehicle speed is changed in the second driving mode by means of the operating element (9).

12. Method according to any of the preceding claims, characterized in that a transition into the second driving mode takes place below a threshold speed.

13. Method according to any of the preceding claims, characterized in that the second driving mode can be switched off.

14. A control device (8) for a motor vehicle (1), characterized in that the control device (8) is configured for carrying out the method according to any one of the preceding claims.

15. A motor vehicle (1) having a control device (8), characterized in that the control device (8) is configured according to claim 14.