DE10303415A1 - Procedure for optimizing driving behavior - Google Patents

Abstract

The invention relates to a method for optimizing the driving behavior on vehicles with a drive train, comprising a drive machine and a transmission coupled to it, as well as a control device for controlling the transmission and the drive machine for setting or changing the driving state, and at least one braking device, which is likewise via the control device is controllable. DOLLAR A This method is characterized by the following feature: DOLLAR A - in the case of a desired starting process after a vehicle has come to a standstill, the overlap between the build-up of the required drive torque and the deactivation of the braking device to be released is controlled depending on the position of the vehicle.

Description

The invention relates to a method to optimize the driving behavior of vehicles, specifically with the features from the preamble of claim 1.

The driving behavior of vehicles, in particular land vehicles with drive trains, comprising a drive machine and an automated one, at least indirectly coupled to it Manual transmission or automatic transmission, is essentially determined by controlling the gearbox and drive machine, with increasing optimized engine transmission management in the foreground is, for example, the operation of the prime mover according to a characteristic curve of optimal efficiency in the map the drive machine, a characteristic curve of optimized consumption or to guarantee another desired criterion. However, that's it required a number of constraints related to the mode of operation exert an influence, at least indirectly, on the prime mover to consider. In addition to those caused by the vehicle or its mode of operation predetermined boundary conditions, for example the connection and disconnection of auxiliary units, also play the non-vehicle-specific ones Boundary conditions play an important role. These include: other the nature of the route, in particular information about the current and the topography to be traveled, which either in an elevated or reduced power requirements and thus an increased or reduced power requirement on the prime mover and one appropriate control of the transmission. Especially The start-up process, which is to guarantee, is problematic a standardized solution is always done in the same way, so even under unfavorable Conditions a roll back of the vehicle is avoided with certainty. These worst Conditions are determined by a high, preferably the maximum possible Loading of the vehicle during a start-up at a maximum possible Passable slope characterized. The design of the starting process leads to this theoretically most critical case under other boundary conditions, such as an essential one lower load, especially an empty vehicle and while driving in the plane or on the slope to an unwanted Vehicle behavior, for example sticking, i.e. delayed reaction on the driver's request to start, which is activated when pressing a Device for specifying a driver request for change or setting a certain driving behavior, in particular the Accelerator pedal feels an immediate reaction. This behavior can also pose a significant security risk, especially if due to the lack of noticeable Reaction on the part of the driver is carried out, which in turn to a stronger one Response as desired lead on the vehicle can, for example, a jerky start-up movement.

The invention is therefore the object based on a method for optimizing the driving behavior of vehicles to develop in such a way that the disadvantages mentioned are avoided , in particular the starting process, regardless of the current topography can always be realized in an optimal way, by the driver noticeable undesirable driving conditions should be avoided and the start-up process is realized in such a way like a trained driver combined with a manual one Starting process would be achievable, namely smooth, jerk-free start-up, spontaneous and instantaneous reaction to the driver's request and avoid rolling back on the mountain as well as one Glue on a slope. The solution according to the invention is intended is characterized by a low constructive control technology Mark effort.

The solution according to the invention is characterized by the features of claim 1 characterized. Advantageous configurations are in the subclaims played.

The method according to the invention for optimizing the driving behavior of vehicles with a drive train, comprising a drive machine and a gear unit coupled to it, as well as a control device for controlling the gear unit and / or the drive machine for changing or setting a desired driving state and at least one brake device which can be controlled via the control device is characterized in that when starting off after a vehicle has come to a standstill, the build-up of the drive torque required to move the vehicle is controlled in terms of the time overlap with the deactivation of the braking device to be released as a function of a variable that at least indirectly characterizes the inclination of the roadway at the current position of the vehicle , For this purpose, when the vehicle is started up, in particular when the ignition is activated, at least one variable that at least indirectly characterizes the position of the vehicle, that is to say the inclination of the roadway at the current position of the vehicle, is processed and a target variable for it the drive torque to be set, taking into account the time structure of the drive torque and the time for deactivating the braking device. Drive torque is understood to mean the torque to be output on the wheels that is necessary to implement a driving movement. In a particularly advantageous manner, the setpoint for the required drive torque to be set is also formed as a function of the inclination value in order to further optimize the driving behavior. The following two basic states are essentially distinguished, which can also be subdivided further. The first basic state is characterized by a position of the vehicle that requires the implementation of a starting process on an incline. In this first basic state, the release of the braking device, which can also be controlled via the control device, is delayed compared to the build-up of the drive torque, so that only when a drive torque is reached, which is the sum of the holding torque required to compensate for the downward slope force and the driving torque required for the forward movement, but at least corresponds to the holding torque mentioned, the braking device is deactivated. This reliably prevents the vehicle from rolling back while starting to climb gradients, while the gradual movement begins.

The second basic state is through characterized the implementation of a start-up process on the plane or on a slope. Deactivation takes place here. H. the release of the braking device in time before or at the same time as the required drive torque is being built up. This is particularly due to the downhill force when starting off on a downhill slope conditional thrust torque also taken into account, so towards one Starting process in the plane for a simultaneous starting behavior also requires a lower drive power is.

With the solution according to the invention it possible the starting behavior a manual starting behavior of a trained Driver automatically adjust so that when driving in vehicles with integrated automatic transmissions or automated manual transmissions emotionally none from the driver Difference from driving with manually controllable driving behavior can. overreact of the driver by delayed Responses to the driver's request are due to the exclusion avoided this. In addition to improving driving comfort also increases driving safety, because the driver does not attempt to readjust spontaneously.

The one to take into account the location of the vehicle required information about the inclination of the road can be static or dynamic Procedures are provided. In the former case, this takes place the detection of the inclination of the road using a suitable tool with commissioning of the vehicle after a standstill or a restart after a long time Stand idle. One such tool is, for example a pendulum known. However, the acquisition is only at a standstill Vehicle without additional Plausibility check possible. During the Driving the vehicle, especially in the case of brief interim stops Stop operations, For example, with stop and go traffic, this facility can be used recorded value only taking into account the driving speed and acceleration as well as the dimensioning of the pendulum are formed, the determination only by complicated Calculation models possible is. Therefore, according to one particularly advantageous embodiment of the solution according to the invention thereon resorted dynamically determined values to characterize the position of the vehicle, in particular the inclination of the road at the current position of the vehicle, at least those at standstill of the vehicle's last recorded size or that Position of the vehicle at least indirectly characterizing current Sizes can be saved and when starting again, that is to say the end of the standstill of the vehicle, this value is primary to determine the release time the braking device with regard to the structure of the drive torque is used. This solution allows to use relatively simple methods to determine the inclination of the Fall back on the road, being on consideration additional Boundary conditions can be largely avoided. Additionally allowed this method, with appropriate modification, also a derivation in terms of the type of road gradient or slope.

• 1. Stillstand des Fahrzeuges bei Deaktivierung der Antriebsmaschine, das heißt Abschaltung der Zündung und Unterbrechung der Versorgungsspannung für die Steuervorrichtung.
• 2. Stillstand des Fahrzeuges in einem Fahrvorgang frei von einer Abschaltung der Antriebsmaschine, das heißt mit aktivierter Zündung und unter Aufrechterhaltung der Versorgungsspannung für die Steuervorrichtung.

The functional state of vehicle standstill in the overall complex of a driving process describes the following two states:

• 1. Standstill of the vehicle when the drive machine is deactivated, that is to say switching off the ignition and interrupting the supply voltage for the control device.
• 2. The vehicle comes to a standstill in one driving operation, free of the drive machine being switched off, that is to say with the ignition activated and while maintaining the supply voltage for the control device.

The situation described under 2. arises especially when driving in viscous traffic respectively Stop and go traffic. In this state, the prime mover usually not switched off, but only operated at idle.

The location of the vehicle is used understood the position of the vehicle in a certain topography, which is characterized at least by the inclination of the road.

The storage of the, the inclination of the roadway at least indirectly characterizing size before or with the vehicle at a standstill in a non-volatile Storage. Therefore, after a desired starting process standstill, regardless from between the two driving conditions available time span, always sure to the current value of the the variable characterizing the inclination of the roadway can be used, this either characterized the slope directly or from this the inclination can be determined. Storage is preferred the inclination values are carried out continuously or at time intervals. The time intervals can freely pre-defined, with the same spacing or but marked irregular intervals are. However, the shortest possible time intervals are preferred selected because it also gives you the opportunity is created, an additional one based on two successive values relatively reliable information about the type of road slope - slope or slope - to derive this information then also with certainty when maneuvering is present.

Regarding the chosen method there are no restrictions for determining the inclination of the road. However, this is preferably during the ride over the information from a pressure sensor and from the barometric height formula determined.

Preferably, an additional information about the desired Direction of travel recorded and processed. This enables depending control of the drive torque to be set in terms of its size. The information about the road inclination is, for example, two successive ones Inclination values determined or further by a, a request of the Driver after change or setting the driving state at least indirectly characterizing Size. This can, for example, on a preselection device for specifying the Driver request after change the setting of the driving state.

• a) die Integration der Einrichtung zur Erfassung einer die Neigung der Fahrbahn wenigstens mittelbar charakterisierenden Größe in der Komponente oder
• b) das Aneinanderflanschen Komponente und der Einrichtung zur Erfassung wenigstens einer die Neigung der Fahrbahn wenigstens mittelbar beschreibenden Größe im Bereich von deren Gehäuse.

There are no restrictions in or on the vehicle with regard to the arrangement of the device for detecting a variable that describes the inclination of the roadway at least indirectly, ie directly or via further variables. However, positions are preferably selected which, on the one hand, ensure a safe mode of operation, since the devices in them are largely protected from external influences, and furthermore allow simple assignment to existing components, wherein summaries with components are also possible, for example a preselection device for specifying a driver's request for a change or setting of a driving state or a transmission or the control device. The latter option offers the advantage of particularly short line connections between the detection devices and the evaluation device or the memory. The summary of structural units with the components mentioned is done either by

• a) the integration of the device for detecting a variable at least indirectly characterizing the inclination of the road in the component or
• b) the flanged component and the device for detecting at least one variable that at least indirectly describes the inclination of the road in the area of its housing.

Integration is particularly advantageous or arrangement of the device for detecting at least one of the Lane inclination at least indirectly characterizing size in or on a component located in the front of the vehicle is. This solution allows the safe evaluation of positions of the vehicle for example a beginning entering a slope or a gradient characterize. In addition to this arrangement, however, there is also the possibility, the devices for detecting the inclination of the road at least indirectly characterizing size at or in other components in the drive train or at any point to be arranged in the vehicle. According to the type of data transmission - wireless or about Line connections - will however solutions with little effort - in terms of components and assembly technology - chosen how for example, an arrangement on or in the transmission using of the gearbox control unit to the results.

The facility for at least indirect Detection of an at least indirectly describing the inclination of the road Size includes at least one sensor, which is used for the dynamic detection of the inclination is preferably designed as a pressure sensor. Are also conceivable other, for example thermal acceleration or inclination sensors or special inclination sensors.

If the inclination is only indirect, that is to say the inclination or determination is not directly possible, the device for determining the inclination of the roadway from the quantity which characterizes the roadway inclination only indirectly comprises a calculation device which is integrated in a control device or is formed by the latter, which has an input for serial data transmission or at least two inputs for parallel data transmission, and, depending on the type of data transmission, has at least one output for outputting the size of the road inclination in the form of an angle α _N or when specified in% N. The individual inputs are coupled either directly or indirectly, ie without or with the interposition of further devices with different functions, with devices for detecting the quantities required for determining the angle α _{N of} the inclination N. The first entrance is coupled with a device for recording a quantity that at least indirectly describes the pressure p, while the second input is connected to a device for recording at least one quantity that at least indirectly describes the distance traveled between two reference events. The pressure is preferably recorded directly. For this purpose, the device for detecting a variable that at least indirectly describes the pressure comprises at least one pressure sensor. The device for detecting the route or the variables at least indirectly characterizing the route between the two reference events can be designed in many forms, for example in the form of a displacement transducer. Another possibility is the indirect recording of the route from the speed, the acceleration and the time between the two reference events. These are processed in the calculation device in accordance with the quantities present at the inputs. The pressure values recorded for two reference events, which can be described, for example, by two different times for characterizing the position of the vehicle, are converted into the corresponding heights from the barometric height formula, taking into account a correction algorithm. The determination of the route between the reference events can either be determined directly when using a displacement transducer from the quantity present at the second input or must be determined, in particular calculated, from the quantities describing the coordinates of the position of the vehicle relative to the individual reference events. In this regard, there are also a multitude of possibilities which amount to a simple geometric distance calculation, which is why it is not discussed in detail here. The road inclination N is determined from the tangent of an angle, which is determined from the difference between the height values determined for the individual reference events and the travel distance.

• a) in einzelnen voneinander entkoppelten und räumlich getrennt voneinander, d. h. dezentral angeordneten Berechnungseinheiten durchgeführt, oder erfolgen
• b) in einer Baueinheit integrierten Berechnungseinheiten.

The individual calculation steps are either

• a) performed or carried out in individual, decoupled and spatially separated computing units, ie decentrally arranged computing units
• b) calculation units integrated in a structural unit.

The last calculation unit points in both cases the output on which is used to output a value for the road inclination is trained. This output preferably forms the Output of the calculation device.

In case b) the device is as independent Unit executed and thus forms for the entire functional unit of an inclination sensor. in the Case a) is a unit consisting of decentrally arranged sub-units in front of each other, preferably via means for serial data transmission are coupled, for example a CAN bus. In both cases mechanical or physical signals recorded and from these corresponding signal, preferably an electrical signal for the inclination value the roadway formed.

The computing device is preferred in the immediate spatial Proximity to Device for detecting the inclination of the road at least arranged indirectly characterizing size. spatial Distances are also conceivable, but preferably only for the part the calculation device, by means of which the determined from the Heights to be made mathematical operations to determine the slope of the road.

In a particularly compact version for determining inclination and determining one in the facility for Specification of the driver request already integrated or immediately used on this arranged control device, the preparation the data of the pressure sensor or another sensor that serves Provide data to describe the grade value.

The device for specifying the driver's request can be designed in many ways his. Versions are conceivable as a selector lever, switching device in the form of key switches, toggle switches Etc.

According to the slope of the road at least indirectly characterizing size at least up to Find the next one Value stored, the storage in a volatile memory he follows. At least that when moving to a vehicle standstill the current value is stored in a non-volatile memory and therefore stands when the vehicle is started up again or put into operation available immediately. However, for security and plausibility reasons, one is preferred Most of them at short intervals or after short distances determined inclination values or at least indirectly characterizing them Sizes saved.

The solution according to the invention is for each type of drive train Vehicles can be used, d. H. For purely mechanical drive trains, diesel-electric drive trains, hydrostatic drive trains Etc.

The solution according to the invention is described below explained by figures. The following is shown in detail:

1a and 1b illustrate on the basis of signal flow images the basic principle of an inventive process for optimizing driving behavior;

2 uses a signal flow diagram to illustrate a possibility of determining the inclination of the road with a different definition of the reference events;

3 illustrates in a schematically simplified representation the drive train of a vehicle with an assigned control device.

• – eine starke Abbremsung, das heißt Erzeugung eines hohen Bremsmomentes und/oder
• – Abschalten der Zündung und/oder
• – Unterbrechung der Versorgungsspannung der Steuereinrichtung und/oder
• – Leerlauf des Motors bei gleichzeitiger Aktivierung der Bremseinrichtung charakterisierbar ist,

wird mindestens der zuletzt aktuell ermittelte, die Lage des Fahrzeuges, insbesondere die Neigung wenigstens mittelbar charakterisierende Wert in einem nicht flüchtigen Speicher abgespeichert, so dass bei einem gewünschten Anfahrvorgang dieser Wert aktuell zur Verfügung steht. Bei einem gewünschten Anfahrvorgang, welcher beispielsweise nach einem längeren Stillstand des Fahrzeuges (Parken) oder im Stop and Go-Verkehr erfolgt, erfolgt anhand der aktuellen, die Lage des Fahrzeugs wenigstens mittelbar charakterisierenden Größe eine Entscheidung bezüglich der Gestaltung des Anfahrverhaltens entsprechend zweier Grundzustände. Befindet sich das Fahrzeug an einer Steigung, erfolgt das Lösen der zu deaktivierenden Bremseinrichtung über das Steuergerät in Abhängigkeit des aufzubauenden Antriebsmomentes, so dass ein Zurückrollen des Fahrzeuges mit Sicherheit vermieden wird. Dabei erfolgt die Deaktivierung der Bremseinrichtung zeitlich verzögert zum Aufbau des Antriebsmomentes, so dass durch diese Überschneidung ein Halten des Fahrzeuges sicher gegeben ist. Die Deaktivierung der Bremseinrichtung erfolgt dabei erst dann, wenn das Antriebsmoment eine Größe erreicht hat, die dem erforderlichen Haltemoment zum sicheren Stehen des Fahrzeuges am Berg entspricht. Vorzugsweise erfolgt die Deaktivierung der Bremseinrichtung direkt mit Erreichen des Haltemomentes.The 1a and 1b use signal flow images to illustrate the basic principle of the method according to the invention for optimizing driving behavior using a particularly advantageous embodiment, as can be used in particular in start-up processes in stop-and-go traffic. In a first method step, a variable that at least indirectly characterizes the position of the vehicle, in particular the inclination N of the road at the position of the vehicle, is determined at time intervals, the reference values being determined either directly by the size inclination N or by different reference events a, b, from which the inclination N to the reference events is then determined. These values, in the second case the reference values a, b or the inclination values N determined from them, are stored at least in a volatile memory. When the vehicle comes to a standstill, for example by

• - A strong braking, that is, generation of a high braking torque and / or
• - Switch off the ignition and / or
• - Interruption of the supply voltage to the control device and / or
• Idling of the engine with simultaneous activation of the braking device can be characterized,

at least the value currently determined, which at least indirectly characterizes the position of the vehicle, in particular the inclination, is stored in a non-volatile memory, so that this value is available at the time of a desired starting process. In the case of a desired starting process, which takes place, for example, after the vehicle has been stationary for a long time (parking) or in stop-and-go traffic, a decision is made on the basis of the current variable, which at least indirectly characterizes the position of the vehicle, regarding the design of the starting behavior in accordance with two basic states. If the vehicle is on an incline, the brake device to be deactivated is released via the control unit depending on the drive torque to be built up, so that rolling back of the vehicle is avoided with certainty. The deactivation of the braking device takes place with a time delay to build up the drive torque, so that this overlap ensures that the vehicle is held securely. The braking device is only deactivated when the drive torque has reached a size which corresponds to the holding torque required for the vehicle to stand securely on the mountain. The braking device is preferably deactivated directly when the holding torque is reached.

The second basic functional state is characterized by a position of the vehicle on the plane or on the slope. In this case, the braking device to be deactivated is timed deactivated before or at the same time as the drive torque builds up. The drive torque is built up by appropriate Control of the drive machine to provide the required Power and / or the transmission, especially one in the transmission unit integrated start-up element for the transmission of the required Drive torque.

The 1a illustrates the minimum requirements for implementing the method according to the invention. If this solution assumes that there is no change of direction, the one in the 1b solution presented is a further development in which information about the desired direction of travel is also taken into account. This information is preferably provided via a preselection device for setting or changing the driving state. On the basis of this information, even short-time maneuvering operations can be reliably assessed with regard to the starting behavior. Other options are possible. In addition, this also allows the required drive torque to be set safely.

The 2 uses a signal flow diagram to illustrate a possibility of determining a variable that at least indirectly characterizes the inclination of the road, as is shown in FIG 1a and 1b described method can be integrated.

The 2a uses the signal flow diagram to illustrate the basic principle of determining the inclination N of a vehicle, in which a reference point in time t ₁ reference or t ₂ reference is selected as a reference _event , as an example of a possibility of _detecting inclination. In this case, the pressure p _{1 is} determined for a first reference period, and after a reference time Δt _{reference has expired,} a second pressure value p _{2 is} determined for a second reference time t ₂ reference. Calculating the geodetic height h ₁ carried thereby to the corresponding reference time point t _1referenz or h ₂ p ₂ for _reference at the time t2 for each pressure value, ie t + .DELTA.t _{1referenz reference.} Furthermore, parallel to the determination of the pressure values p ₁ and p ₂ at the respective reference _times t _1refer and t _2refer, the distance traveled Δs is determined in the reference period Δt _{reference ,.} The distance traveled .DELTA.s is either by the distance between the time t _1referenz current location o ₁ and the time t _2referenz from the vehicle reached the current location determined O ₂ or by a route reference s ₂ - s _1, which is composed of the distance Gesamtfahrstre corner at time t _{2 reference} and the route at time t _{1 reference} . To determine the road inclination α, at least the variables describing the location of the vehicle for two reference events are required. These variables are determined in two process _steps , a first process step for the first reference time t ₁ reference and a second process step for the second reference time t ₂ reference. In a third process step, the height differences Δh = h ₂ - h ₁ and the travel distance Δs = s ₂ - s _{1 are} determined and set in relation to one another, in a fourth process step the tangent for the roadway angle β from the quotient of the height difference Δh and the Roadway distance Δs is formed. In analogy, these statements also apply to that in the 1b reproduced signal flow diagram in which the reference events are already described from the routes traveled and thus the respective reference locations at which the vehicle is located. The pressure p _{1 total} at a location o _{1 reference} and the location o _{1 reference} are recorded in a first method _step , in a second method step the pressure p _{2 overall} at a second reference _location o ₂ reference is determined and the two pressures are used to determine the corresponding locations o _{1 reference} and o _{2 reference} belonging to geodetic heights h ₁ and h ₂ , while the distance traveled s _{1 reference} at the location o _{1 reference} and S _{2 reference} at the location o _{2 reference} or the coordinates for the locations o _{1 reference} and o _{2 reference} also determine the travel distance Δs is. From the height difference, ie h ₂ - h ₁ and the travel distance Δs, the road angle α can be analogous to that in the 1a Determine reproduced method from the quotient Δh to Δs determined tangent.

For both versions, it was assumed that the pressure values were recorded with a pressure value detection device, while the route could be determined in a variety of ways, for example either from the speed and / or acceleration during the reference period Δt _reference, or directly as a path. In the former case, the variables that characterize the distance covered at least indirectly are determined and the distance is calculated, while in the second case a device is used to record the distance covered.

The respective heights h ₁ and h _{2 are determined} from the detected pressure values p ₁ and p ₂ , where p ₁ and p ₂ at the reference events each correspond to the total pressure prevailing there, using the barometric height formula, which is available in various modifications.

The simplest connection between absolute height and pressure results from the formula z. B. in Kuchling, paperback der Physik, Verlag Harri Deutsch can be found.

With the material values for air on the ground and t = 0 C we get:

mit
h_x: Höhe in x, wobei h₁ = Höhe zu Referenzereignis 1 und h₂ = Höhe zu Referenzereignis 2 ist
p_x: Druck in Höhe x
p₀: Druck in Höhe Normal Null
G: Erdbeschleunigung 9,81 m/s²
T_m: mittlere thermodynamische Temperatur in °C
α: thermischer Ausdehnungskoeffizient 1/273° By reshaping according to the height you get:

With
h _x : height in x, where h ₁ = height to reference event 1 and h ₂ = height to reference event 2
p _x : pressure at height x
p ₀ : pressure at normal zero
G: gravitational acceleration 9.81 m / s ²
T _m : mean thermodynamic temperature in ° C
α: Thermal expansion coefficient 1/273 °

This simplest height formula considered not the change the temperature with increasing altitude, what kind of the present invention is also not absolutely necessary since only relative changes the height determined and the temperature influence is very low.

However, more precise formulas can be used. One possibility is to use the international altitude formula, which takes the temperature change with altitude into account:

Formed you get:

This creates a fixed connection between height and air temperature taken into account, which applies with sufficient accuracy up to 11000 m above sea level.

Another variant of the barometric formula is obtained if the related to the level of normal zero average thermodynamic temperature T _m is taken into account, the t from the current height h in the _x prevailing temperature _x is calculated according to the following relationship: T m = t x - H x / 100 m × 0.65 ° C

The required heights h ₁ and h ₂ are obtained by applying the equation for h _x by setting h _x = h ₁ and p _x = p ₁ or h _x = h ₂ and p _x = p ₂ .

The 3 illustrates a drive train for vehicles in a schematically simplified representation 1 comprising a prime mover 2 and at least one gear coupled to it 3 , The transmission 3 is a control device 4 assigned. This includes at least one control device 5 , This can be a control device or a virtual control device by combining components that are spatially separated from one another. Control device is understood to mean the entirety of the control device and the coupling with detection devices and actuating devices. The device for detecting a variable that at least indirectly characterizes the inclination of the road 6 in the case shown comprises at least one pressure sensor 7 which, for example, on the transmission 3 is arranged. Furthermore, there are detection devices 8th for detecting a variable that at least indirectly characterizes a vehicle standstill. The device for detecting a variable that characterizes the inclination of the roadway at least indirectly 6 is with the control device 5 coupled. If there is a signal for a desired vehicle standstill, which is by means of the device 8th is detectable, the value at least indirectly characterizing the inclination is stored in a non-volatile memory 9 , which is preferably part of the control device 5 is deposited. In the case of a desired starting process, which is generated by a signal via a device for detecting a variable that at least indirectly characterizes the starting process, the non-volatile memory is dependent on the determined inclination 9 the drive torque built up on the vehicle and also the actuator 11 to deactivate the braking device 12 actuated. To build up the drive torque, at least one manipulated variable Y1 is used to provide the required drive power on the drive machine 2 specified. It can control the drive machine 2 to the effect that, for example, a torque that can be output by the drive machine and is proportional to the desired drive torque is generated. For this purpose, the control device is equipped with an actuating device 13 connected. Furthermore, the control or setting of the required drive torque can also be carried out via the gear unit 3 take place, for this purpose an adjusting device 14 is provided, via which the starting element actuated during the starting process is controlled with regard to the torque that can be transmitted via this starting element.

1

powertrain

2

prime mover

3

transmission

4

control device

5

control device

6

Facility for detecting a characteristic of the inclination of the roadway at least indirectly size

7

pressure sensor

8th

Facility for detecting a characterizing the driving state at least indirectly size

9

Not volatile Storage

10

Facility to capture a, a desired Starting process at least indirectly characterizing size

11

setting device

12

braking means

13

setting device

14

setting device

Claims (20)

Procedure for optimizing driving behavior of vehicles with a drive train, comprising a drive machine and a transmission coupled to it and a control device to control the transmission and / or the drive machine Attitude or change the driving state and at least one braking device, which also about the control device can be controlled; 1.1 at which at Specification of a desired one Start-up process characterizing signal after a vehicle standstill the one to be solved Braking device deactivated and a drive torque required on the wheels is built up; characterized by the following characteristic: 1.2 in which, when a start-up process characterizing a desired one is specified Signal after a vehicle stop depending on the inclination the roadway in the area of the current position of the vehicle at least indirectly overlapping size the deactivation of those to be solved Braking device with the structure of the movement of the vehicle required drive torque is controlled. A method according to claim 1, characterized in that depending one is the inclination of the road in the area of the current position of the vehicle at least indirectly characterizing size Size of the the wheels required drive torque is controlled. A method according to claim 1 or 2, characterized by the following features: 3.1 in which in a first Basic state, which is caused by a desired starting process on a Characterized slope, the deactivation of the braking device to be released across from the build-up of the drive torque is delayed, with the deactivation the one to be solved Braking device when reaching the holding torque or within a predefinable short period of time afterwards during the The drive torque is built up; 3.2 which one second basic state, which in one gradient or a level is characterized, the deactivation of the braking device to be released before or at the same time as the build-up of the required drive torque he follows. Method according to one of Claims 1 to 3, characterized in that the required drive torque is built up on the wheels by controlling the drive machine to deliver a torque M _M to be output, taking into account the transmission and translation elements which are arranged and activated between the drive machine and the wheels to be driven. Method according to one of claims 1 to 4, characterized in that the build-up of the required drive torque is carried out by actuating a starting element integrated in the transmission for transmitting a torque M _{K to be} output, taking into account the transmission and transmission elements arranged and activated between the latter and the wheels to be driven. Method according to one of claims 1 to 5, characterized in that a variable characterizing the inclination at least indirectly statically when the vehicle is at a standstill when the ge Desired signal characterizing desired starting process is detected. Method according to one of claims 1 to 5, characterized in that that one that at least indirectly characterizes the inclination of the vehicle Size, dynamic while of the driving process is recorded and at least the last one when the vehicle is stationary the vehicle's current value is stored in a non-volatile memory becomes. A method according to claim 7, that the inclination of the Continuously at least indirectly characterizing the vehicle or at time intervals and / or after covering predefined distances is determined and at least the current value in one volatile Memory is stored. A method according to claim 8, characterized in that a plurality of successively determined values for the Inclination of the vehicle stored at least indirectly characterizing size become. Method according to one of claims 1 to 9, characterized in that in which, when a start-up process characterizing a desired one is specified Signals after a vehicle is at a standstill, the type of driving process - driving on an uphill or downhill slope - of the vehicle characterizing size determined becomes. A method according to claim 10, characterized in that characterize the type of driving process at least indirectly Size of one, on a preselection device for change and / or setting a driving condition predetermined size under consideration the type of road gradient - slope or Slope - formed becomes. A method according to claim 11, characterized in that the characteristic of the type of lane inclination consists of two successive slope values is determined. Method according to one of claims 1 to 12, characterized by the following features: the inclination of the road is determined according to the following method steps: - at least two different reference _events describing the locomotion of the vehicle, a pressure value - first pressure value p _total1 and a second pressure value p _total2 - determined in the vehicle; - The geodetic heights h ₁ and h _{2 are} derived and calculated from the barometric height formula for the determined pressure values first pressure value p _total1 for the first reference _event and second pressure value p _total2 for the second reference _event ; or - the variables that directly or indirectly characterize the route Δs traveled between the two reference events are recorded and the route is calculated; at which the road inclination N in% is determined from the tangent of the angle α _N that characterizes the road inclination, which results from the quotient of the height difference between the height h ₂ - h ₁ determined for the second and the first reference event and the travel distance Δs, according to the following approximation formula becomes:

Method according to Claim 13, characterized in that the determined pressure values p _total1 for the first reference _event and second pressure value p _total2 for the second reference _{event include} the geodetic heights h ₁ and h ₂ from the barometric height formula for the gravitational pressure of the air

be derived. Method according to claim 13, characterized in that the determined pressure values p _total1 for the first reference _event and second pressure value p _total2 for the second reference _event are the geodetic heights h ₁ and h ₂ from the barometric altitude formula according to Laplace H 1.2 = 18400 × (1 + × α × T m ) × (Ig p 0 - Ig p 1.2 ) be derived. Method according to one of Claims 13 to 15, characterized in that the travel distance Δs is determined from the difference between the travel distances covered for the individual reference events - travel distance to the second reference event s ₂ and travel distance to the first reference event s ₁ - starting from a starting point s ₀ . Method according to Claim 16, characterized in that, provided that the starting point s ₀ coincides with the first reference event, the travel distance Δs is formed from the distance between the locations o ₂ and o ₁ which determine the position of the vehicle and the second reference event and the first reference event , Method according to one of claims 13 to 17, characterized in that the reference _events are characterized by points in time (t _1referenz , t _2references ) and the determination of the travel distance (Δs) from the distance traveled in the reference period, which is the difference between the times between the second reference time t _2references and the first reference time t _1references occurs. Method according to one of claims 13 to 17, characterized in that the reference _events are characterized by a distance traveled - reference _event 2 route s _2reference and reference _event 1 route s _1reference - or the distance between two locations - reference _event 2 or _2references and reference _event 1 or _1references and the travel distance Δs covered between the reference events _is described by the reference distance Δs _reference . Method according to one of claims 1 to 19, characterized in that that the required drive torque in terms of its size too is determined as a function of the current loading condition.