DE102007035424A1 - Control interface for vehicle, has drive unit, where interface selects sailings of vehicle when output of unit is not introduced, so that vehicle is either propelled or braked when vehicle is brought into mode - Google Patents

Abstract

The interface has an electric motor and/or a combustion engine drive unit, where the interface is provided for individuals, and selects sailings of vehicle when an output of the drive unit is not introduced into a drive strand, so that the vehicle is either propelled or braked when the vehicle or the drive unit is brought into an energy-efficient mode. The vehicle has an electric machine that is used as a generator for loading electrical energy storage during a recuperation phase and/or used as an additional drive during a thrust phase. Independent claims are also included for the following: (1) a method for operating a vehicle (2) a control device for performing a method for operating the vehicle.

Description

The The present invention relates to a vehicle, wherein the vehicle comprises a drive train with at least one drive unit. The invention further relates to an operating method and a Operator interface, d. H. a display and / or input device, for a corresponding vehicle, as well as a control unit.

Especially the invention relates to conventional motor vehicles with an internal combustion engine, but also hybrid vehicles in addition to an internal combustion engine comprise at least one electric machine, during a Rekuperationsphase as Generator for charging an electrical energy storage, such as z. B. the vehicle battery is provided. This makes it possible to reduce the fuel or energy consumption of the vehicle. It can the at least one electric machine during a drive phase also as additional Drive (boost) to an internal combustion engine and / or as sole Drive (electric driving) be provided.

The The object of the invention is for a vehicle, the fuel or energy use more economical and necessary means and to provide suitable operating procedures therefor.

The Task is solved by the features of the claims 1, 10, 11 and 20, respectively. The subclaims each relate to advantageous ones Training and developments of the invention.

starting point The invention is the realization that in a hybrid vehicle not in all driving conditions the kinetic energy recuperates, that is in the energy storage as electrical Energy should be stored. Rather, it is often of Advantage, a possible Provide long free roles, ie an operating condition, at disconnected from the drive train of the internal combustion engine or electric machine and possibly switched off. This realization is transferable on conventional, only driven by an internal combustion engine vehicles, in particular if these are over appropriate Clutches and gearbox or over have a start / stop system.

Rough speaking this corresponds to conventional with internal combustion engine powered and equipped with manual transmission vehicles the passage of the clutch pedal by the driver and lowering the engine speed to idle level or engine shutdown. however this universal function is not geared to a fuel-efficient fuel or energy use optimized.

According to the invention is now a separate user interface provided for individual, driver side Selection of the sailing of the vehicle. This is the driving condition at no drive unit introduces a torque in the drive train and so that the vehicle neither drives nor slows down. Within the meaning of the invention Sailing means a driving condition in which the fuel or energy consumption is minimized by all relevant aggregates in the re Energy consumption most efficient mode can be brought, for. B. couplings open, Engine shut down, etc. In other words, the Drivers offered the opportunity By operating interface aware of the operating condition of sailing select. Then at the beginning of sailing z. B. the clutch is automatically actuated and The engine stopped, or at the end of the sail then automatically the engine restarted and the clutch actuated automatically.

in the Operating condition of sailing, the vehicle will be minimal in the state Energy consumption, d. H. with the energy available in the vehicle is handled very efficiently. These are in addition to the components the drive unit also to consider all other energy consumers and, if necessary, to influence in the required sense. Certain Functions can be switched off depending on the existing vehicle concept, for example the combustion engine when fully disconnected from the drive train can be. Other functions should be preserved, for example a servo support in the area of braking power or steering. Also energy consumers like Light, ABS, ESP and on-board computer and air conditioning should continue function. In this way, all vehicle systems are to be evaluated. In the state of sailing, consumers are for example from the Battery and / or the generator supplied with electrical energy. Which way is the most energy efficient, depends heavily from the present vehicle concept and is powered by a parent vehicle controller or energy manager determined consumer load and driving situation-dependent. This takes care of an optimum of efficiency in the overall balance of energy use. Therefor is z. B. a special controller provided. As central to be considered Sizes are while the vehicle speed and the state of charge of the battery consider.

The invention is based on the insight that today's operating interfaces hardly allow the driver to assume the driving state of sailing. In addition, today's vehicle systems are not able to make the decision about the sailing operation and thus the most energy efficient mode or possibly decommissioning of units during driving in each situation automatically correct. The driver, on the other hand, is more likely to have a holistic view of the current driving situation and can thus decide ahead. It may, for example, take into account criteria such as current road gradient and traffic flow, further intentions regarding the choice of own lane and route (driving straight ahead, turning, stopping) or the existence of potential dangers to be considered in advance (children playing at the roadside). For today's vehicle systems, these criteria are sometimes only available at great additional expense or not at all. However, only the use of such criteria allows an always optimal decision on the sailing operation, ie on the times of the beginning and end of the sailing.

in the Energy Manager, if available, can also Information from higher quality Vehicle systems be included to choose the most efficient strategy. So can, for example, information from digital road maps and the destination destination of the driver are used. This allows the energy manager, with appropriate detailing of the digital map material, z. B. distance gradient, curve radii or by the driver to be selected Branches are included in the choice of strategy. current Vehicle position from a tracking system like GPS can also do this be used. This can also be used for the driver typical driving temperament, for example, from the preferred driving speed or longitudinal and lateral acceleration levels is derived. Also on the vehicle side existing traffic information, eg. B. ahead of the traffic flow Vehicles, can be involved in the choice of strategy. Called its the use of vehicle environment sensors from Autonomous Cruise Control (ACC) and traffic jam information or from car-to-car or Car-to-infrastructure communication. Can be taken into account the interpretation of other signals, such. B. the direction indicator, which signal the driver's request.

Especially the invention provides the driver of a vehicle with Rekuperationsmöglichkeit, z. As a hybrid vehicle, means and a suitable operating method to disposal, which make it playfully easy, so to speak, the powertrain his specification regarding to inform the sailing company and / or the generator use. At a Hybrid vehicle so far lacked the possibility of sailing operation conscious and easy to choose and / or the degree of generator use depending on the current driving situation adjust. Rather, today is the state of sailing on actuation of the Accelerator pedal a very narrow, tedious to dialing Range in the accelerator characteristic. When releasing the accelerator pedal is usually a system side preselected, low braking delay to Recuperation near sailing, given. However, this is a compromise which does not represent the optimum in every driving situation. Because usually the vehicle-side energy storage is always charged until, until he is full. This triggers a corresponding energy consumption by the Combustion engine also provides power for generator operation disposal provides. This happens even if it is not needed in the near future, because, for. B. a lying downhill slope a Rekuperationsmöglichkeit provides. The use of the user interface according to the invention allows It now the driver, the braking delay to Generator use also during the normal driving operation with the internal combustion engine to select and thus such an unnecessary one To prevent energy consumption.

In Advantageously, the user interface is designed such that they choose between free rolling (sailing) and braking is configured with generator torque (recuperation). This is one preferably long free rolling, to represent an optimum of energy efficiency, possible. The driver can therefore decide with his holistic overview of the Current driving situation, which generator use he wants to set.

In an advantageous embodiment The invention provides that the user interface for multi-stage or continuous selection of the generator use is configured. This allows an individual adjustment by the driver by he finely tunes the generator usage to the current driving situation can.

A particularly simple embodiment of Invention results when the user interface for switching on / off the generator usage is configured. It is in the off state no generator use provided. In the on state is For example, a fixed proportion or a maximum generator use intended. This solution is both structurally easy to implement and for one untrained To adjust the driver well.

An easy operability results when the user interface is provided as a separate control. A driver is familiar with foot-actuated operating elements, in particular elements designed as switches or actuating elements in the area of the pedals. As an example, a pressure switch with two positions under the left foot, analogous to a digital clutch pedal, or additional control elements in the region of the accelerator pedal z. B. during movement of the heel or lateral rotation of the right foot. This means z. B. the one position of the switch sailing, the other position means recuperation means generator with a vehicle deceleration, for example in Range of today's engine drag moments or even above. In a further development, a continuously selectable specification of the recuperated power can be provided. This can be realized, for example, by the fact that the recuperated power and thus the vehicle deceleration become the higher the further the driver actuates or releases the operating element.

alternative or additionally can be a hand-operated Be provided control element, in particular a switch or actuator on the steering wheel and / or on the gear selector lever (eg similar to a Tiptronic switch). These positions are for a driver easily accessible. An example would be a hand-operated, Two-stage or stepless push button or toggle switch on the steering wheel or on the gear lever in a separate version with operation analog the foot-operated pressure switch described above. In single-track motor vehicles, z. B. motorcycles, may alternatively be provided a throttle grip.

One flexible use of the invention results when the operating element as a modification of an existing control element, in particular of the accelerator pedal, brake pedal or a steering wheel control lever such as z. As cruise control or steering column control element is executed.

One essential aspect is an existing control so to change or to expand that the operating point of sailing by the driver easily recognizable when using the control element and therefore intuitively easy to select is. In a further embodiment Therefore, the control element in the sense of optimal energy use so designed so that the driver is stopped to the operating point Sailing as possible to take frequently. This leaves For example, by appropriate design of the force-displacement curve of Reach control by giving the state of sailing a Force level and / or disproportionate be assigned wide adjustment range.

For example can a stepped accelerator pedal with a slight pressure point or with a slightly effective latching z. B. in the area of the first quarter be provided of the accelerator pedal. When the driver uses the accelerator pedal with the right foot to the Apply pressure point, this means sailing, when he releases the accelerator pedal completely this means delay with recuperation. This user interface can also be multi-level or be made continuously adjustable. For example, can be provided be that the recuperated power, that is, braking deceleration, the higher the less the driver is the accelerator pedal from its basic position in the direction of the pressure point. The position or formation of the pressure point in the accelerator pedal operating characteristic can in a secondary embodiment also be designed variable. So z. B. the position of the pressure point dependent from the current operating point of transmission or drive unit more or less far from the pedalless basic position of the accelerator pedal be distant. Alternatively or additionally, a cruise control lever can be used, such as B. a steering column lever, the analog of the stepped accelerator pedal is modified.

in usual Operating concepts of driving and brake pedals in conventional vehicles works at full released pedals in the engaged state still the Engine drag torque on the drive wheels. Ie. with the accelerator pedal can be accelerated but also delayed. In an alternative approach, with released pedals too Be assigned to sailing. This eliminates the brakes with engine drag torque with little pressed Condition of the accelerator pedal. Apart from the effect of the rest Driving resistance, becomes a braking delay then alone over the brake pedal is introduced into the vehicle, by recuperation means Generator use and / or with the service brake.

The the same function can also be realized with a manually operated control element, for example, a joystick-type switch or a lever of the type of a steering column switch. So can a joystick for vehicle control be designed so that it both the acceleration and the delay of the vehicle allows. Becomes the joystick is set to a neutral position or to a pressure point, This means sailing. If the joystick via the neutral position or pushing the pressure point forward, the vehicle accelerates. Will the joystick over pulled the neutral position or the pressure point backwards, delayed the vehicle with recuperation by the generator and / or with the Service brake. This is an example of an application of the invention in a joystick, as a novel control in one Vehicle, which is the conventional Operating elements Driving and brake pedal added or replaced.

Analog would be a novel accelerator pedal as a control element possible, in which a central storage is provided. If the new accelerator pedal is set to a neutral position or to a pressure point, this means sailing. If the new accelerator pedal is pressed forward beyond the neutral position or the pressure point, the vehicle accelerates. If the novel accelerator pedal is pushed back beyond the neutral position or the pressure point, the vehicle is decelerated with recuperation by the generator and / or with the service brake. It can for the use of service brake also be provided a further pressure point, which is accessible when pulling the joystick or when pressing the new accelerator pedal to the rear.

The The invention will now be explained in more detail with reference to drawings. Showing:

1 schematically three preferred embodiments of the invention;

2 schematically hysteresis and switch-off dead time for the activation of the sail operation.

1 shows schematically as a "sail operating interface" three embodiments of a haptic accelerator pedal.The pivot point of the accelerator pedal is characterized by the small circles in 1 illustrated. In some embodiments of the haptic accelerator pedal, the conventional accelerator pedal is extended in such a way that by a corresponding control, for. B. by spring mechanism or an actuator, certain pedal positions in the manner of a pressure point the driver can be signaled.

In 1A a modification of the conventional accelerator pedal is shown, wherein the non-actuated, ie pedalless, position corresponds to sailing, ie no recuperation and no engine drag torque act.

1B shows an accelerator pedal with pressure point, wherein a position at the pressure point corresponds to the sailing and a non-actuated, ie pedalkraftfreie, corresponds to position of recuperation with vehicle deceleration.

1C represents a bi-directional haptic accelerator pedal. The pivot point of the bidirectional haptic accelerator pedal is moved in the middle instead of at one end as in the conventional accelerator pedal.

All three embodiments according to 1A to 1C are actuated by the driver's foot with the ball of the foot in the direction of the arrow. In addition, the bi-directional haptic accelerator pedal can be actuated by the driver's foot in addition with the heel in the opposite direction, see dotted line in 1C , If a braking torque (via a generator use of an electric machine or a service brake) is applied to decelerate the vehicle to the drive train, the bi-directional haptic accelerator pedal is pushed backwards by pressure with the heel.

In each of the three 1A to 1C There is a pedal position that is associated with sailing. If this pedal position, called the zero torque position, is taken up by the driver's foot then the drivetrain does not transmit any drive torque. This corresponds to a drive state in which the internal combustion engine neither drives nor brakes the vehicle. In this drive state, it does not matter if the clutch is closed or open, the vehicle acceleration is not affected. For reasons of energy efficiency, however, the clutch is opened in sail-related functions and the internal combustion engine is switched off and / or electric drive machines are operated in the most energy-saving state. This particular sail-related position is also considered below.

Advantageous At this sail control interface is that the driver is alone above him Known controls that can pretend each desired sailing and that the vehicle behaves as it does from conventional ones Vehicles ago is used. It is only about him haptic feedback the position of the accelerator pedal signals in the sail-related Functions are activated by, for example, the internal combustion engine without influence on the vehicle's longitudinal dynamics can be disconnected and turned off. The automatic activation of the sailing business leads to that it is activated whenever it does not affect the vehicle longitudinal dynamics Has. The signaling of this condition to the driver makes it possible him to adapt his driving style so that sailing also in such Driving situations is used, which is only a slight adaptation of the Driving style require. This way is optimal and possible frequent Use of sailing operation and sail-related functions achieved.

Suitable measures should prevent z. B. the engine shut down too often and then restarted after a short time. For this purpose, a hysteresis is provided both for the accelerator pedal position and a shutdown dead time for the activation of the sail operation, as in 2A shown. The two lines in the left diagram symbolize the execution (pushing in) and the return direction (release) of the accelerator operation, indicated by arrowheads. In other words, instead of the zero-momentary position s _s (n) a zero torque range .DELTA.s of the accelerator pedal position is provided, which must be maintained for a certain period by the driver by pressing the accelerator pedal, so that is switched to the sailing mode. This zero moments range is in 2A hatched drawn. The limits of the zero torque range can be alternatively or additionally signaled to the driver as further pressure points, which may be easier to overcome than the pressure point .DELTA.F to be overcome at the zero torque position. This ensures that not accidental, small changes gen the accelerator pedal position z. B. cause a restart of the engine. Advantageously, an operating element or a user interface for adjusting the frequency of stopping and restarting the internal combustion engine or the time of use of the sails is included. This can be, for example, a switch-off dead time control element with which the driver can set the desired switch-off dead time. It is also advantageous to provide an additional accelerator pedal hysteresis control with which the driver can adjust the accelerator pedal hysteresis. This is in 2A indicated by dashed lines.

In a simple variant of this embodiment, the accelerator pedal position corresponding to sailing is always at the same point. An extended shape carries this position according to the engine speed, according to the in 2 B shown solid line. In addition, a modified characteristic may be provided due to different engine temperatures or other influencing parameters, see the dashed lines in 2 B ,

In this case, the sail control interface may also include a shutdown deadtime control and / or an accelerator pedal hysteresis control. This results in a sail operating interface, with which the sail-related functions and thus the sail readiness of the driver are individually adaptable. For example, this sail operating interface has two end positions, wherein in one end position of the internal combustion engine is already switched off when the accelerator pedal is only a short time in the zero moment position or in a wide range around this position. In the other end position is a complete shutdown of the system provided, this means in 2A for example, ΔF = 0 and Δs = 0 and very long shutdown dead time. It can be provided in the controls for the Abschalttotzeit and accelerator pedal hystere a clear pressure / detent point to the driver to signal the complete shutdown and haptic.

Of course you can the adaptation of shutdown dead time and hysteresis, but also of all other comprehensive the operating characteristics and the display concept Characteristics or the corresponding controls not only in the Sail interface, but with any suitable user interface according to the invention be provided. The representation and adjustment of the characteristic values by the Driver can also be provided for example by means of an on-board computer be.

The Operator interface via haptic accelerator pedal allows one Expansion of recuperation capacity of the vehicle by putting in the rearmost position of the accelerator pedal vehicle deceleration is given, which is greater, as corresponding to the respective thrust torque of the engine. In addition to Improved use of recuperation also results from this Comfort gain, as the driver less often switch from driving to the brake pedal must be to those desired by him delay to reach.

Of Further can of course in the accelerator pedal instead of or in addition to pressure / detent points as haptic feedback also an acoustic (eg beeps) and / or optical (eg. Signal lamp) Feedback provided with any suitable user interface according to the invention be. In particular, to reduce the implementation effort provided in place of the haptic accelerator pedal a visual display indicating whether the or each drive unit is driving or slows. If neither is true, the accelerator pedal position is correct before at automatically according to the criteria described above in the sailing operation is switched. The optical display of the current Drive state can also over existing configurable display elements such. B. matrix displays respectively.

Claims (20)

Control interface in a vehicle the one Powertrain comprising at least one drive unit, wherein the user interface is provided for individual, driver side Selection of the sailing of the vehicle, ie a condition in which no power from a drive unit introduced into the drive train and thus the vehicle is neither driven nor braked by the or each drive unit in an energy efficient mode is brought. A control interface according to claim 1, wherein an electromotive and / or an internal combustion engine drive unit are. The operator interface of claim 2, wherein the vehicle an electrical energy storage and at least one electric machine includes the during a recuperation phase as a generator for charging the electrical Energy storage and / or during a drive phase is usable as at least additional drive, wherein the user interface to the individual, driver side Selection of braking deceleration is provided by the generator use of the or each electric machine. Operator interface according to one of the preceding Claims, wherein the user interface provided as a separate control is. The operator interface of claim 4, wherein the operating element is foot-operated, in particular as an adjusting element in the region of the pedals. Operator interface according to claim 4, wherein the operating element manually operable accomplished is, in particular as an adjusting element on the steering wheel and / or gear selector lever. A user interface according to claim 1, 2 or 3, wherein the user interface as a modification of an existing one Operating element, in particular the accelerator pedal or a cruise control operating element, accomplished is. Operator interface according to one of the preceding claims if backward to claim 3, wherein the user interface configured in such a way is that the generator use multi-level or continuously selectable is. Operator interface according to one of the preceding Claims, while hiring the vehicle a haptic, acoustic and / or optical signaling is provided to the driver. Vehicle with an internal combustion engine, comprising an operator interface according to one of the preceding claims. Operating method for a vehicle comprising a A user interface according to any one of claims 1 to 9, wherein the vehicle comprises a drive train with at least one drive unit, and whereby the driver can individually select the vehicle sails, so no power from a drive unit in the drive train is initiated and thus the vehicle is neither driven nor braked By turning the or each drive unit into an energy efficient Mode is brought. Operating method for a vehicle according to claim 11, wherein when the vehicle sails the drive unit disengaged, switched off and / or in a state of minimal energy consumption or maximum energy efficiency is switched. Operating method for a vehicle according to claim 11, wherein the vehicle has an electrical energy storage and at least an electric machine while a recuperation phase as a generator for charging the electrical Energy storage and / or during a drive phase is usable as at least additional drive includes, and the use of the or each electric machine as a generator and thus a braking delay of Driver can be selected individually. Operating method according to claim 13, wherein the generator use by the driver can be turned off. Operating method according to claim 13, wherein the generator use by the driver in stages or continuously can be selected. Operating method according to one of claims 11 to 15, wherein the residence time provided variable in the state of sailing is, in particular about one Dead time and / or a hysteresis. Operating method according to claim 16, wherein the variation by the driver and / or using on-board information is provided. Operating method according to one of claims 11 to 17, with vehicle available Information considered in a characteristic of the user interface is, in particular traffic information and / or information a digital road map, a location system and / or a forward-looking vehicle environment sensor. Operating method according to claim 16 to 18, wherein an ongoing adjustment is provided. Controller, for execution An operating method according to any one of claims 11 to 19, wherein the vehicle side available Information taken into account is, in particular traffic information and / or information a digital road map, a location system and / or a forward-looking vehicle environment sensor and / or wirelessly received information.