CN112441002A - Control device and method for controlling the travel of a motor vehicle - Google Patents

Control device and method for controlling the travel of a motor vehicle Download PDF

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Publication number
CN112441002A
CN112441002A CN202010910608.3A CN202010910608A CN112441002A CN 112441002 A CN112441002 A CN 112441002A CN 202010910608 A CN202010910608 A CN 202010910608A CN 112441002 A CN112441002 A CN 112441002A
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China
Prior art keywords
input element
control device
motor vehicle
speed
vehicle
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Pending
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CN202010910608.3A
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Chinese (zh)
Inventor
T·弗里德里希
H-B·海瑟尔
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Robert Bosch GmbH
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Robert Bosch GmbH
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    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/10—Interpretation of driver requests or demands
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B60W2030/1809—Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • B60W2050/0052—Filtering, filters
    • B60W2050/0054—Cut-off filters, retarders, delaying means, dead zones, threshold values or cut-off frequency
    • B60W2050/0055—High-pass filters
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/103—Accelerator thresholds, e.g. kickdown
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/106—Rate of change
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10—Longitudinal speed
    • B60W2720/106—Longitudinal acceleration
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Human Computer Interaction (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention relates to a control device (10) for a motor vehicle, which is designed to: reading the current position of the input element (16) which can be adjusted from its starting position to its final position, and, if the control device (10) reads that the input element (16) is adjusted into the coasting area, outputting at least one control signal (18) to at least one vehicle component (20) of the motor vehicle, whereby the at least one vehicle component (20) is controlled in such a way that the motor vehicle can continue to move forward when idling; it is determined whether the current set speed is below a predetermined comparison speed, and, in the event that the input element (16) is in a first intermediate region between the braking region and the coasting region or in a second intermediate region between the coasting region and the acceleration region and the current set speed is below the comparison speed, at least one control signal (18) is output to the at least one vehicle component (20).

Description

Control device and method for controlling the travel of a motor vehicle
Technical Field
The present invention relates to a control device for a motor vehicle and an acceleration control system for a motor vehicle. The invention also relates to a method for controlling the driving of a motor vehicle.
Background
From the prior art, for example WO 2015/039799 a1, an accelerator pedal is known, which can be actuated by the driver of a motor vehicle equipped with an accelerator pedal to selectively trigger acceleration of the motor vehicle, deceleration of the motor vehicle and coasting/creep of the motor vehicle. The driving of a motor vehicle controlled by actuating the accelerator pedal is often also referred to as "single-pedal driving".
Disclosure of Invention
The invention relates to a control device for a motor vehicle having the features of claim 1, to an acceleration control system for a motor vehicle having the features of claim 6, and to a method for controlling the travel of a motor vehicle having the features of claim 8.
The invention creates the possibility that the driver of a motor vehicle equipped with an input element such as the above-mentioned accelerator pedal conveniently "finds" the coasting area of the input element to trigger the coasting/creep of his motor vehicle. The invention helps to enable a less skilled driver to trigger the coasting of his vehicle without any problems, if usually only a highly skilled driver can find/find the coasting area of the input element of his vehicle without any problems and thus trigger the coasting/coasting of his vehicle in time. The invention thus makes it possible to request energy-saving driving modes for the driver easily and thus also makes it possible to request such driving modes more frequently, so that the energy consumption of the motor vehicle can be reduced by means of the invention. In addition, the invention also improves the driving comfort of the driver of the motor vehicle using the invention.
In an advantageous embodiment, the control device is designed such that, in the event of a readout by the control device, the input element is in the first intermediate region or the second intermediate region and it is determined that the current adjustment speed of the input element exceeds a predetermined comparison speed, the output of the at least one control signal to the at least one vehicle component is inhibited. The embodiment of the control device described here can therefore be distinguished in a targeted manner in the following two cases: in the first case, when he attempts to set the input element into the sliding region, the driver does not actuate the input element with sufficient strength and therefore sets it into the first intermediate region with a current setting speed that is lower than the predetermined comparison speed, or in the first case, the driver actuates the input element with too great strength and therefore sets it into the second intermediate region with a current setting speed that is lower than the comparison speed; in the second case, the driver requests a deceleration or acceleration of the motor vehicle by means of a rapid adjustment of the input element into the first or second intermediate region.
The control device comprises, for example, a high-pass filter, which is designed to filter out a signal of the current actuating speed of the respective input element that is lower than the comparison speed. A control device constructed in this way can be produced relatively simply and cost-effectively. Furthermore, a control device equipped with such a high-pass filter requires less installation space.
The control device is preferably designed to determine a positive setpoint speed change of the motor vehicle at least if the control device reads that the input element is adjusted from its starting position into the acceleration region, to determine a negative setpoint speed change of the motor vehicle at least if the control device reads that the input element is adjusted from the acceleration region into the braking region, and to actuate at least one vehicle component and/or at least one further vehicle component of the motor vehicle as a function of the determined setpoint speed change. The control device according to the invention described here therefore ensures that the input element interacting therewith also fulfills the full function of a conventional accelerator pedal.
The control device is preferably additionally designed to determine a negative setpoint speed change of the motor vehicle if the control device reads that the input element is adjusted from the acceleration region into the first intermediate region and determines that the current adjustment speed of the input element exceeds a predetermined comparison speed, to determine a positive setpoint speed change of the motor vehicle if the control device reads that the input element is adjusted at least from its starting position into the second intermediate position and determines that the current adjustment speed of the input element exceeds the predetermined comparison speed, and to control at least one vehicle component and/or at least one further vehicle component of the motor vehicle as a function of the determined setpoint speed change. The driver can thus, when actuating the input element of the control device that interacts with the embodiment described here, request deceleration of his vehicle without any problems by means of a quick adjustment of the input element into the first intermediate region and request acceleration of his vehicle without any problems by means of a quick adjustment of the input element into the second intermediate region.
The advantages described above are also ensured by an acceleration control system for a motor vehicle having such a control device, an input element which can be adjusted from its starting position to its final position by actuation of a driver of the motor vehicle, and at least one sensor. The input element may be, for example, an accelerator pedal.
In addition, the advantages described above are also created by implementing a corresponding method for controlling the driving of a motor vehicle. It is explicitly pointed out that the method for controlling the travel of a motor vehicle can be developed according to the above-described embodiments of the control device and/or the acceleration control system.
Drawings
Further features and advantages of the invention are explained later on with the aid of the figures. In the drawings:
fig. 1a to 1c show a schematic representation of an embodiment of a control device or of an acceleration control system equipped with the control device and a coordinate system for explaining the mode of operation of the control device; and is
Fig. 2 is a flowchart for explaining one embodiment of a method of controlling travel of a motor vehicle.
Detailed Description
Fig. 1a to 1c show a schematic representation of an embodiment of a control device or of an acceleration control system equipped with the control device and a coordinate system for explaining the mode of operation of the control device.
The control device 10 schematically shown in fig. 1a can be used on/in a motor vehicle, wherein the control deviceThe scope of use of the device 10 is not limited to a particular vehicle model. The control device 10 is designed to read out, by means of a sensor signal 12 provided by at least one of at least one sensor 14, a signal that can be derived from a starting position X of the motor vehicle by means of an actuation by a driver of the motor vehicleinitialAdjusted to the final position XendThe current position of the input element 16. The input element 16 may be, for example, an accelerator pedal 16. The at least one sensor 14 can accordingly be a pedal sensor, an accelerator pedal sensor, a pedal travel sensor and/or a lever travel sensor. It should be noted, however, that the scope of use of the control device 10 is not limited to the design of the input element 16 interacting with it as an accelerator pedal 16. Starting position XinitialThis may refer to a position of the input element 16 in which the input element 16 is in an unactuated state.
The input element 16 is adjusted into a braking region if the control device 10 reads from the at least one sensor signal 12
Figure 100002_DEST_PATH_IMAGE002
brakeAnd an acceleration region
Figure 100002_DEST_PATH_IMAGE002A
accelerateIn the sliding area between
Figure 100002_DEST_PATH_IMAGE002AA
coastThe control device 10 is then designed to output at least one control signal 18 to at least one vehicle component 20 of the motor vehicle, wherein the at least one vehicle component 20 can be controlled by means of the at least one control signal 18 in such a way that the motor vehicle can continue to move forward when idling. The control device 10 can be designed, for example, to output at least one control signal 18 to a clutch 20 (as at least one vehicle component 20) of a drive train 22 of a motor vehicle. The at least one control signal 18 can be a shift signal 18, by means of which the clutch 20 can be switched into the open state. The transmission of the motor vehicle can thus be switched on in a targeted manner by means of at least one control signal 18The drive train 22 can thus be disengaged from a force-fitting connection between a drive motor (not shown) of the motor vehicle and a transmission (not shown) of the motor vehicle or a wheel (not shown) of the motor vehicle. This results in a lack of motor drag when the motor vehicle is coasting slowly, so that the motor vehicle continues to travel for a longer time and in an energy-saving manner. If the inverter or the electric vehicle-motor controller (as at least one vehicle component 20) is controlled by means of at least one control signal 18, an advantageous creep of the motor vehicle can also be achieved. By having the inverter or electric vehicle-motor controller adjust as low a torque as possible (ideally 0 Nm), a slow coasting of the motor vehicle is achieved.
The slow coasting of a motor vehicle described herein is often also referred to as coasting of the motor vehicle. Other names for such slow coasting of a motor vehicle are "freewheeling", "free-wheeling at high speed" or "freewheeling" of the motor vehicle (during slow coasting of the motor vehicle as explained herein, only rolling friction and air friction oppose the forward movement of the motor vehicle). Glide region
Figure 100002_DEST_PATH_IMAGE002AAA
coastOften also referred to as "null areas" or "virtual null areas".
The drive motor of the motor vehicle may be an internal combustion engine which can continue to operate during coasting of the motor vehicle at idle, so this process is often also referred to as freewheeling. The internal combustion engine can likewise be (completely) switched off during coasting of the motor vehicle, which is then also referred to as motor-stopped coasting, which achieves a further saving of energy compared to idling coasting. However, the drive motor may alternatively be an electric drive motor, which can preferably also be used in the recuperation mode as an engine for braking the motor vehicle in such a way that during braking of the motor vehicle the kinetic energy of the motor vehicle can be converted into electrical energy that can be stored.
The control device 10 is furthermore designed to determine a current adjustment speed of the input element 16 by means of a signal 12a determined or provided per se, which is related to the current adjustment speed of the input element 16Whether the degree is below a predetermined comparison speed. The input element 16 is located in the braking region in case the control device 10 reads from the at least one sensor signal 12
Figure 100002_DEST_PATH_IMAGE002AAAA
brakeAnd a sliding area
Figure 100002_DEST_PATH_IMAGE002AAAAA
coastFirst intermediate region therebetween
Figure 100002_DEST_PATH_IMAGE002AAAAAA
1In or on the sliding area
Figure 100002_DEST_PATH_IMAGE002AAAAAAA
coastAnd an acceleration region
Figure 100002_DEST_PATH_IMAGE002AAAAAAAA
accelerateSecond intermediate region therebetween
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAA
2And at the same time it is determined that the current set speed of the input element 16 is lower than the comparison speed, the control device is also designed to transmit at least one control signal 18 to at least one vehicle component 20, for example to a clutch 20, an inverter or an electric vehicle motor control.
It has often been difficult for the driver to adjust the input element 16 of his motor vehicle to the coasting area
Figure DEST_PATH_IMAGE003
coastAlthough the driver is trying to adjust his input elements 16 to the skating area
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAA
coastThe medium-sized input elements mostly move more slowly. In this attempt, control device 10 supports the driver in such a way that it controlsThe device is designed to recognize that the input element 16 is in the middle area
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAAA
1In the second intermediate area
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAAAA
2And the input element 16 is (simultaneously) moved at a current adjustment speed which is lower than the comparison speed, and the control device is additionally designed to move the input element 16 in a first intermediate region
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAAAAA
1In or in a second intermediate zone
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAAAAAA
2And the current adjustment speed of the input element is lower than the comparison speed, indicating the driver's intention to trigger the coasting of his vehicle. The control device 10 thus recognizes that the driver attempts to find a coasting area when actuating the input element 16
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAAAAAAA
coastAnd advantageously reacts by outputting at least one control signal 18 to at least one vehicle component 20. The control device 10 thus greatly facilitates the driver by means of his actuation of the input element 16 to trigger the coasting of the motor vehicle. The advantageous embodiment of the control device 10 therefore also helps to make it possible for the driver to coast his vehicle more frequently and thus to use his vehicle in a more energy-saving and possibly also less-emitting driving mode more frequently.
The control device 10 is also advantageously designed such that the input element 16 is in a first intermediate region in case the control device 10 reads out from the at least one sensor signal 12
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAAAAAAAA
1In or in a second intermediate zone
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAA
2And at the same time, determines that the current adjustment speed of the input element 16 is higher than the predetermined comparison speed, the output of the at least one control signal 18 to the at least one vehicle component 20 is inhibited. The control device 10 is therefore designed to distinguish when attempting to set the input element 16 into the sliding region
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAA
coastA slow actuation of the input element 16 and a fast actuation of the input element 16 to request deceleration or acceleration of the vehicle.
In the embodiment of fig. 1a to 1c illustrated here, the control device 10 is also designed such that the input element 16 is moved from its starting position X at least if the control device 10 reads out at least one sensor signal 12initialAdjusting entry into an acceleration zone
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAA
accelerateA positive setpoint speed change of the motor vehicle is then determined. The input element 16 is moved from the acceleration region at least if the control device 10 reads from the at least one sensor signal 12
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAA
accelerateRegulating access to braking zone
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAA
brakeThe control device 10 determines a negative setpoint speed change of the motor vehicle. In both cases, the control device 10 is additionally designed to actuate at least one (schematically illustrated) vehicle component 24 of the motor vehicle as a function of a fixed setpoint speed by means of at least one control signal 26. If the control device 10 determines a positive setpoint speed change of the motor vehicle, the control is carried outThe device operates at least one vehicle component 24 to accelerate the vehicle by means of at least one control signal 26. However, if the control device 10 determines a negative setpoint speed change of the motor vehicle, it actuates at least one vehicle component 24 by means of at least one control signal 26 in order to brake/decelerate the motor vehicle.
The at least one vehicle component 24 which is actuated by the control device 10 by means of the at least one control signal 26 is a component of the motor vehicle by means of which the motor vehicle can be accelerated or decelerated/braked. At least one vehicle component 24 can be activated by means of at least one control signal 26 of the control device 10 in such a way that the motor vehicle can be accelerated or braked/decelerated by means of the at least one vehicle component 24 with an actual speed change corresponding to the determined setpoint speed change. The at least one vehicle component 24 may be, for example, an electric drive motor, a fuel injection device of an internal combustion engine, an electric brake device and/or a hydraulic brake device.
The input element 16 schematically shown in fig. 1a can thus be used by the driver also for requesting acceleration of his vehicle and for requesting braking/deceleration of his vehicle. The input element 16 can therefore also be mounted as the sole speed input element on the motor vehicle. However, the input member 16 may alternatively be used to request only a deceleration within a predetermined range, such as within 1.5 m/s2(m/s) to 3 m/s2(meters per square second). In this case, a brake-requesting element, such as a brake pedal, may be mounted on the motor vehicle in addition to the input element 16.
As an advantageous further development, the control device 10 can also be designed to indicate that the input element 16 is in its starting position XinitialAdjustment to the braking zone
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAA
brakeIs the driver's intention to accelerate. In this case, the control device 10 is designed to move the input element 16 from its starting position X as a pairinitialAdjustment to the braking zone
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAA
brakeIn order to determine a positive setpoint speed change of the motor vehicle and then to actuate at least one vehicle component accordingly by means of at least one control signal 26, the driver does not therefore have to first pass through the entire braking range from the state in question when accelerating his motor vehicle
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAA
brakeTo request acceleration of his vehicle.
The control device 10 is preferably also designed such that the input element 16 is located in the acceleration region in the event of a readout of the control device 10 from the at least one sensor signal 12
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAA
accelerateAdjusted into a first intermediate zone
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAA
1And it is determined that the current set speed of the input element 16 is higher than the predetermined comparison speed, a negative setpoint speed change of the motor vehicle is determined. It is accordingly advantageous if the input element 16 is at least moved from its starting position X when the control device 10 reads from the at least one sensor signal 12initialAdjusted into a second intermediate zone
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAA
2And it is determined that the current set speed of the input element 16 is higher than the predetermined comparison speed, the control device 10 then also determines a positive setpoint speed change of the motor vehicle. This embodiment of the control device 10 is more advantageous than the sliding region
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAA
coast"broaden" to includeAn intermediate region
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAA
1A second intermediate region
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
2And a sliding area
Figure 100002_DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
coastThe "extended sliding area" of (a) is more advantageous, because in this case the driver who manipulates the input element 16 does not have to pass through the "extended sliding area", but only through the sliding area
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
coastIn order to switch between accelerating his vehicle and braking/decelerating his vehicle. The "widened coasting area" allows the driver to easily find/find the "widened coasting area" in order to request coasting of his vehicle compared to the prior art, but the adjustment travel of the input element 16 to be facilitated by the driver is increased for each switching between acceleration of the vehicle and braking/deceleration of the vehicle.
Braking area
Figure DEST_PATH_IMAGE003A
brake can be taken from a starting position XinitialExtending to a first extreme position X1. Accordingly, the acceleration region
Figure DEST_PATH_IMAGE003AA
accelerateFrom the second extreme position X2Extending to a final position Xend. A first intermediate region
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
1Preferably from the first extreme position X1To a third extreme position X3. Correspondingly the second intermediate region
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
2Or from the second extreme position X2Extended to a fourth extreme position X4. In this case, the sliding area
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
coastPreferably from the third pole position X3Extended to a fourth extreme position X4。
Total adjustment travel/total adjustment angle
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
totalAt a starting position XinitialAnd a final position XendIn the meantime. Total adjustment travel/total adjustment angle
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
totalPreferred ratio is from the third pole position X2To the fourth limit position X4Sliding area of
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
coastIs at least 20 times, in particular at least 50 times, in particular at least 100 times greater than the adjustment travel/adjustment angle. The driver actuating the input element 16 in this case only has to pass from the third extreme position X3To the fourth limit position X4To switch between acceleration of his vehicle and braking/deceleration of his vehicle. The driver can simultaneously initiate the coasting of his motor vehicle without problems by means of his actuation of the input element 16, on the basis of an advantageous configuration of the control device. But from a first extreme position X1To the third pole position X3First intermediate region of
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
1And/or from a second extreme position X2To the fourth limit position X4Second intermediate region of
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
2Can be adjusted from a third pole position X3To the fourth limit position X4Sliding area of
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
coastIs at least 2 times greater, in particular at least 5 times greater, in particular at least 10 times greater. This and the advantageous configuration of the control device 10 facilitate the driver's request to coast his vehicle.
The control device 10 can be designed to determine the current actuating speed of the input element 16 from the signal 12a itself. The control device 10 can determine, for example, a time derivative of the position of the input element 16 or a position frequency of the input element 16 by means of the at least one sensor signal 12. However, such a signal 12a can also be provided to the control device 10 by an external sensor device and/or a computer device. The control device preferably comprises a high-pass filter 28, which is designed to filter out the current set speed signal 12a of the respective input element 16 below the comparison speed by means of the high-pass filter 28. The high-pass filter 28 in this case transmits a signal 12a corresponding to the current adjustment speed of the input element 16 which is higher than the comparison speed. The high-pass filter 28 therefore ensures that the rapid actuation input element 16, as is often done in particular to trigger an emergency braking of the motor vehicle, is also designed as a trigger for braking the motor vehicle.
In the coordinate system of fig. 1b, the reproduction at time t is schematically represented0And teBy manipulation of the input element 16 by the driver. The abscissa of the coordinate system of fig. 1b is the time axis t. By means of the ordinate of the coordinate system of fig. 1b(actual) position X of the input element 16, wherein the input element 16 is shown from a starting position XinitialQuotient of the adjustment path/adjustment angle of the starting (actual) position X divided by the total adjustment path/total adjustment angle
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
total(in percent).
It can be seen that the driver is at the latest from time t1Starting from a slow actuation of the input element 16, attempts are made to set the input element 16 into the sliding region
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
coastTo trigger the coasting of his vehicle. However, the driver is at time t1And t2The input element 16 is actuated too strongly, for example because he steps on the input element 16 designed as an accelerator pedal too strongly and therefore the input element 16 replaces the coasting region
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
coastGround adjustment enters a second intermediate area
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
2. Driver at time t2And teIn the meantime, the input element 16 is not actuated sufficiently strongly, for example because it is not stepped on sufficiently strongly to the input element 16 embodied as an accelerator pedal, and therefore at time t2And teIn an undesirable manner, replace the sliding area
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
coastThe ground is in the first middle area
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
1In (1).
In the coordinate system of fig. 1c, the input element 16 is reproduced at time t0And teThe corrected position X derived by means of an algorithm stored on the control device 10 using a high-pass filter 28corrected. The abscissa of the coordinate system of fig. 1c is the time axis t. The corrected position X of the input element 16 is shown by means of the ordinate of the coordinate system of fig. 1ccorrectedWherein the input element 16 is shown from its starting position XinitialCorrected position X ofcorrectedDivided by the total adjustment stroke/total adjustment angle
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
total(in percent).
It can be seen that the coordinate system of fig. 1c is at time t0And t1The value in between corresponds to the coordinate system of fig. 1b at time t0And t1A value in between. But from time t1Thus, the corrected position X is correctedcorrectedSo that the corrected position is in the sliding area
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
coastIn (1). The (actual) position X of the input element 16 is, for example, from 21.3% towards the time texampleCorrection of everywhere in the sliding area
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
coastCorrected position X in (1)corrected 20%。
The control device has therefore already been at the time t1It is recognized that the driver wishes his vehicle to coast. The control device 10 has been at the point in time t1Accordingly, at least one control signal 18 is output to at least one vehicle component 20, that is to say a clutch 20. Thus movingThe vehicle has been at time t1An energy-saving (and possibly also less emissive) driving mode is then entered. In contrast to the prior art, therefore, when using the control device 10, it is not necessary to undertake the motor vehicle at time t1To t2Undesired acceleration therebetween or the motor vehicle at time t2And teUndesired active braking in between. The energy waste which is also frequently present in the prior art due to undesired acceleration and deceleration of the motor vehicle is therefore prevented when using the control device 10.
Fig. 2 shows a flow chart for explaining an embodiment of a method for controlling the travel of a motor vehicle.
In a method step S1 of the method explained here, the current position of the input element, which can be adjusted from its starting position to its final position by an actuation of the driver of the motor vehicle, is determined. If it is determined in method step S1 that the input element is adjusted into the coasting range between the braking range and the acceleration range, method step S2 is performed. As method step S2, at least one control signal is output to at least one vehicle component of the motor vehicle, wherein the at least one vehicle component is controlled by means of the at least one control signal in such a way that the motor vehicle continues to move forward during idle.
At least if it is determined in method step S1 that the input element is located in a first intermediate region between the braking region and the coasting region or in a second intermediate region between the coasting region and the acceleration region, method step S3 is carried out. In method step S3, it is determined whether the current adjustment speed of the input element is lower than a predetermined comparison speed. If it is determined in method step S3 that the current adjustment speed is lower than the comparison speed, method step S2 is carried out.
If it is determined in method step S1 that the input element is adjusted from the acceleration region into the first intermediate region, but it is determined in method step S3 that the current adjustment speed is higher than the comparison speed, method step S4 can be carried out. As method step S4, a negative setpoint speed change of the motor vehicle can be determined.
If it is determined in method step S1 that the input element has been adjusted at least from its starting position into the second intermediate range, but if it is determined in method step S3 that the current adjustment speed is higher than the comparison speed, then method step S5 can be carried out, and as method step S4, a positive setpoint speed change of the motor vehicle can be determined.
After carrying out method step S4 or method step S5, method step S6 can be carried out. In method step S6, at least one vehicle component and/or at least one further vehicle component of the motor vehicle can be actuated as a function of the determined setpoint speed change.
If it is also determined in method step S1 that the input element is adjusted from the acceleration region into the braking region, a negative setpoint speed change of the motor vehicle can be determined in method step S4. Accordingly, if it is determined in method step S1 that the input element is adjusted from its starting position into the acceleration region, then in method step S5 a positive setpoint speed change of the motor vehicle is determined. In both cases, after carrying out method step S4 or method step S5, at least one vehicle component and/or at least one further vehicle component of the motor vehicle in this method step can be actuated as a function of the determined setpoint speed change.
The method described herein also creates the advantages described above. However, a renewed listing of the advantages is dispensed with.

Claims (10)

1. A control device (10) for a motor vehicle,
the control device is designed to:
-reading out a sensor signal (12) provided by at least one of the at least one sensor (14) from a starting position (X) thereof by a driver of the motor vehicleinitial) To a final position (X)end) Is operated to adjust the current position of the input element (16), and
-the input element (16) is adjusted to enter the braking zone(s) in case the control device (10) reads out
Figure DEST_PATH_IMAGE002
brake) And an acceleration region (
Figure DEST_PATH_IMAGE002A
accelerate) In the sliding area between (
Figure DEST_PATH_IMAGE002AA
coast) At least one control signal (18) is output to at least one vehicle component (20) of the motor vehicle, wherein the at least one vehicle component (20) can be controlled by means of the at least one control signal (18) in such a way that the motor vehicle can continue to move forward when idling;
it is characterized in that the preparation method is characterized in that,
the control device (10) is additionally designed to:
-determining by means of a self-determined or provided signal (12 a) about the current adjustment speed of the input element (16) whether the current adjustment speed is below a predetermined comparison speed, and
-the input element (16) is in the braking area(s) if the control device (10) reads(s) ((
Figure DEST_PATH_IMAGE002AAA
brake) And sliding area (
Figure DEST_PATH_IMAGE002AAAA
coast) A first intermediate region therebetween (
Figure DEST_PATH_IMAGE002AAAAA
1) In or in a sliding area (
Figure DEST_PATH_IMAGE002AAAAAA
coast) And an acceleration region (
Figure DEST_PATH_IMAGE002AAAAAAA
accelerate) A second intermediate region therebetween (
Figure DEST_PATH_IMAGE002AAAAAAAA
2) And determining that the current adjusted speed is below the comparison speed, outputting at least one control signal (18) to at least one vehicle component (20).
2. The control device (10) according to claim 1, wherein the control device (10) is designed such that the input element (16) is in the first intermediate region (10) in the event of a readout by the control device (10)
Figure DEST_PATH_IMAGE002AAAAAAAAA
1) Or in a second intermediate region (
Figure DEST_PATH_IMAGE002AAAAAAAAAA
2) And determining that the current adjustment speed of the input element (16) exceeds a predetermined comparison speed, the output of the at least one control signal (18) to the at least one vehicle component (20) is inhibited.
3. The control device (10) as claimed in claim 1 or 2, wherein the control device (10) comprises a high-pass filter (28) which is designed to filter out a current adjustment speed signal (12 a) corresponding to the input element (16) below a comparison speed by means of the high-pass filter (28).
4. The control device (10) according to any one of the preceding claims, wherein the control device (10) is designed for,
-said input element (16) being from its starting position (X) at least in case of a readout by said control device (10)initial) Adjusting the entering acceleration region (
Figure DEST_PATH_IMAGE002AAAAAAAAAAA
accelerate) Determining a positive nominal speed variation of the motor vehicle;
-the input element (16) is moved from an acceleration region (10) at least if the control device (10) reads out
Figure DEST_PATH_IMAGE002AAAAAAAAAAAA
accelerate) Adjustment into the braking zone (
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAA
brake) Determining a negative nominal speed variation of the motor vehicle; and is
-actuating at least one vehicle component (20) and/or the at least one further vehicle component (24) of the motor vehicle as a function of the determined setpoint speed change.
5. The control device (10) as claimed in claim 4, wherein the control device (10) is additionally designed to:
-the input element (16) is read out from an acceleration region (10)
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAA
accelerate) Adjusted into a first intermediate region (
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAA
1) And determining a negative setpoint speed change of the motor vehicle if the current actuating speed of the input element (16) exceeds a predetermined comparison speed;
-said input element (16) being at least from its starting position (X) in case of a readout by said control device (10)initial) Adjusted into a second intermediate region (
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAA
2) And determining, said input element (16)) Determining a positive setpoint speed change of the motor vehicle if the current set speed exceeds a predetermined comparison speed; and is
-actuating at least one vehicle component (20) and/or the at least one further vehicle component (24) of the motor vehicle as a function of the determined setpoint speed change.
6. Acceleration control system for a motor vehicle, with:
the control device (10) according to any one of the preceding claims;
can be moved from its starting position (X) by the driver of the motor vehicleinitial) Adjusted to the final position (X)end) An input element (16); and
at least one sensor (14).
7. The acceleration control system of claim 5, wherein the input element (16) is an accelerator pedal (16).
8. Method for controlling the driving of a motor vehicle, comprising the following steps:
determining the starting position (X) of the vehicle by means of the driver's actuation energyinitial) Adjusted to the final position (X)end) The current position (S1) of the input element (16); and the combination of (a) and (b),
if it is determined that the input element (16) is adjusted into the braking region (
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAA
brake) And an acceleration region (
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAA
accelerate) In the sliding area between (
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAA
coast) Then at least willA control signal (18) is output to at least one vehicle component (20) of the motor vehicle, wherein the at least one vehicle component (20) is controlled by means of the at least one control signal (18) in such a way that the motor vehicle continues to move forward when idling;
it is characterized by the following steps:
determining whether the current adjustment speed of the input element (16) is lower than a predetermined comparison speed (S3); and is
If found, the input element (16) is located in a braking region (
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAA
brake) And sliding area (
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAA
coast) A first intermediate region therebetween (
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAA
1) In or in a sliding area: (
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAA
coast) And an acceleration region (
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAA
accelerate) A second intermediate region therebetween (
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAA
2) And the current adjusted speed is below the comparison speed, outputting at least one output signal (18) to at least one vehicle component (20) (S2).
9. The method of claim 8, wherein,
-at leastIf determined, the input element (16) is moved from its starting position (X)initial) Adjusting the entering acceleration region (
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAA
accelerate) Determining a positive rated speed variation of the vehicle (S5),
-at least if found, the input element (16) is moved from an acceleration region (
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAA
accelerate) Adjustment into the braking zone (
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAA
brake) Determining a negative nominal speed change of the motor vehicle (S4); and is
-operating at least one vehicle component (20) and/or at least one further vehicle component (24) in accordance with the determined rated speed variation (S6).
10. The method of claim 9, wherein,
-if found, the input element (16) is moved from an acceleration region (
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAA
accelerate) Adjusted into a first intermediate region (
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
1) And determining a negative rated speed change of the vehicle if it is determined that the current adjusted speed exceeds the comparison speed (S4);
-if found, the input element (16) is at least from its output position (X)initial) Adjusted into a second intermediate region (
Figure DEST_PATH_IMAGE002AAAAAAAAAAAAAAAAAAAAAAAAAAAAAAA
2) And determining that the current adjusted speed exceeds the comparison speed, a positive rated speed change of the vehicle is determined (S5); and
-operating at least one vehicle component (20) and/or at least one further vehicle component (24) in accordance with the determined rated speed variation (S6).
CN202010910608.3A 2019-09-03 2020-09-02 Control device and method for controlling the travel of a motor vehicle Pending CN112441002A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
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DE102019213299.5A DE102019213299A1 (en) 2019-09-03 2019-09-03 Control device and method for controlling a journey of a motor vehicle

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CN112441002A true CN112441002A (en) 2021-03-05

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