DE4122083C2 - Security system for vehicles - Google Patents

Security system for vehicles

Info

Publication number
DE4122083C2
DE4122083C2 DE19914122083 DE4122083A DE4122083C2 DE 4122083 C2 DE4122083 C2 DE 4122083C2 DE 19914122083 DE19914122083 DE 19914122083 DE 4122083 A DE4122083 A DE 4122083A DE 4122083 C2 DE4122083 C2 DE 4122083C2
Authority
DE
Germany
Prior art keywords
control
engine
speed
security
brake
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Fee Related
Application number
DE19914122083
Other languages
German (de)
Other versions
DE4122083A1 (en
Inventor
Konrad Eckert
Kurt Neuffer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Priority to DE19914122083 priority Critical patent/DE4122083C2/en
Publication of DE4122083A1 publication Critical patent/DE4122083A1/en
Application granted granted Critical
Publication of DE4122083C2 publication Critical patent/DE4122083C2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H63/00Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W50/00Details 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
    • B60W50/08Interaction between the driver and the control system
    • B60W50/14Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/143Alarm means
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F16H59/52Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on the weight of the machine, e.g. change in weight resulting from passengers boarding a bus
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F16H59/54Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the brakes, e.g. parking brakes
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/21Providing engine brake control

Description

State of the art

The invention relates to a security system for vehicles according to the preamble of claim 1.

From DE-PS 28 52 195 is a transmission control for a automatically switching transmission of a motor vehicle known, which, depending on operating characteristics Selects gear shift points. Such gears Controls can be geared to a memory and take engine-specific data, for example a Specify the maximum permissible engine speed at which another Shifting down to the next lower gear is permitted. Such speed limits are for the different Shift levels or gears assigned so that when exceeded a downshift lock ak can be tiviert to an engine damage by over to prevent rotation of the motor. When driving downhill this has the disadvantage that with a heavy load and steep gradient after exceeding the speed limit Vehicle no longer with the help of increased engine braking can be braked if the brakes are applied a necessary deceleration of the vehicle no longer is possible. In such a dangerous situation, egg ne deceleration of the vehicle may still be possible if a downshift despite exceeding the speed limit could be made, with engine damage  would then be accepted as a lesser evil. Per is blemish, however, that only correspond to one such a downshift is permissible in the hazardous situation should be, otherwise by accidental switching back if the speed is too high, unnecessary engine damage occurs would.

Advantages of the invention

The security system for vehicles according to the invention has the features of claim 1 compared to the state of the Technology in which the downshift is exceeded Speed limits are not announced, the advantage that before exceeding the specified speed limits Deceleration of the vehicle by timely switching back ten is reached. In normal operation it stays with the Er subject matter the downshift lock effective, so that Avoid accidentally over-revving the engine that will. The security system according to the invention warns the Driver on a downhill run and with a correspondingly strong one Loading before the speed limit is reached this can make the necessary downshift. The Warning signal is also triggered if there is a gradient the brake is applied and a strong deceleration tion is determined. The minimum gradient can be at such a driver warning is triggered by the Bela condition and depend on the driving speed, d. H. that with a low loading condition a higher min least gradient represents the gradient limit value than for star ker vehicle loading. In a corresponding way, the Driving speed and also the deceleration when stepped on ner brake to determine the current minimum Slopes are used. Other parameters can also can be used to determine the limit range, when it is reached, a driver warning by an opti A warning or acoustic warning signal is given.  

If the brake is not activated, there is insufficient braking effect or if no brake pressure is detected, this can also occur If the warning signal is triggered as a downshift request become. This gives the driver the opportunity before reaching the speed limit, his vehicle with the Mon to delay the gate brake by switching back.

An increase of the presese for the downshift The speed limit can under certain conditions be useful, namely when despite driver warning after a predetermined delay time, the Brake is actuated. The driver then has to decide whether he makes a downshift, despite the danger, there to overturn by the engine. With one automatically switching gear (automatic transmission) can be given if also a downshift by the security system triggered when such a hazardous situation is present.

The security system can be used as a subfunction Realize electronic transmission control because essential che calculations for this anyway in such transmissions controls run. The control of the security system processes the from the engine control and the transmission control supplied data regarding speed and switching level (gear) and data on the position of the pedestrian bers (accelerator pedal) or the desired amount of gas from the Control path encoder derived from a diesel fuel pump become. The actuation of the Brake detected while the presence of a minimum Ge cases can be measured using an inclination sensor. A cheaper option is to use the Ge falls from the position of the pedestrian or the rule approximately and the current acceleration to calculate. For example, via the pedals a low fuel supply is specified and the same an increase in speed (acceleration)  determined, it may indicate the presence of a appropriate slope to be closed.

drawing

The invention is based on a in the drawing voltage illustrated embodiment explained in more detail.

Show it:

Fig. 1 is a block diagram of a security system for commercial vehicles and buses,

Fig. 2 shows the basic program flow in the security system of FIG. 1 and

Fig. 3 shows the function flow in the safety system of FIG. 1.

Description of the embodiment

The block diagram shown in Fig. 1 comprises a controller 1 , an engine control MS, a transmission control GS, a pedestrian FFG, a tilt sensor NS, a brake switch BS, a load condition sensor BZ, a memory S and a driver warning device 2nd

The control 1 is preferably designed as part of the transmission control GS. For the sake of clarity, however, the controller 1 is shown here as a separate microprocessor MP.

The motor control MS particularly provides the current speed n to the controller 1, while the Getriebesteue tion GS respectively inserted shift stage and the belonging to the switching stage ser limit speed n G of the controller 1 communicates. The limit speed n G represents the speed beyond which a downshift to the next lower gear is no longer permissible in order to prevent damage to the engine due to overturning when downshifting.

The foot pedal FFG is connected to a potentiometer 3 , which emits one position signal of the foot pedal FFG per proportional electrical signal to the controller 1 . The position of the foot pedal FFG is used in connection with the current driving speed to determine the current driving mode, for example to determine whether a downhill ride and / or a trip with a strong tail wind is present. To determine the gradient, however, the inclination sensor NS can also be used, which is shown here with broken lines, since the inclination sensor NS is not absolutely necessary.

Control unit 1 is informed via brake switch BS whether the foot brake is actuated or not.

The load is closed to detect the load status level sensor BZ provided, for example from the Fe thus determining the weight of the load.

Vehicle-specific data are stored in the memory S, and the limit speed n G can also be stored here. The weight of the load, a gradient characteristic field and other parameters can be stored in the memory S. If the control 1 now recognizes that a danger zone has been reached by comparing the parameters stored in the memory S and the current operating data, a warning signal at the output A is transmitted to the optical driver warning device 2 before the speed limit n G is reached. If this state of danger persists even after a certain delay time, then an increase in the limit speed n G in the transmission control GS is initiated via the output B of the control 1 . The driver then has the option of downshifting by increasing the limit speed in order to achieve a necessary deceleration by means of an engine brake.

In FIG. 2, the division is the overall program flow shown the safety system. First, the conventional program 1 is run, which corresponds to the standard program of the transmission control. After running through this standard program, program 2 is reached, which is required to implement the safety function. The functional sequence of program 2 is explained in more detail with reference to FIG. 3.

In Fig. 3, the program 2 begins by checking the limit speed n G. As long as the engine speed or the speed of the output shaft is at a sufficient distance from the associated limit speed n G , the program flow returns to program 1 .

However, is the question "Limit speed reached?" to affirm (Y), the next question in program 2 is whether there is a heavy load. If the answer is affirmative (J), the following program item is skipped and the prompt "Slope recognized?" executed. If there is a correspondingly steep gradient (J), the next driver warning is an acoustic or visual warning signal. If, on the other hand, there is no dangerous gradient (N), the program returns to standard program 1 .

A driver warning is triggered even if none heavy load (N), brake applied and one strong deceleration of the vehicle is detected (J) and on there is a sufficiently steep gradient (J).

If the load is low, a driver warning is also triggered if the vehicle does not experience a considerable deceleration when the brake is applied (N) and the brake function is determined as faulty (N) when checked (B?). If, on the other hand, the brake function is OK (J) in this case, the program returns to standard program 1 .

In order to permit an increase in the limit speed n G under certain conditions, further query functions are provided after the driver warning has been given. After a delay, it is checked whether the brake is still depressed. If the answer is affirmative (Y), manual intervention for a downshift can be permitted (Y) or prohibited (N). In the latter case, the program returns to program 2 and starts again to check whether the limit speed has almost been reached.

However, if manual intervention is permitted (J), then who the the speed limits for the downshift (RS) by Δn raised. With an automatic transmission, if necessary instead of manual intervention for a downshift an automatic downshift will be triggered, provided there is no fear of the wheels locking.

Claims (6)

1. Safety system for vehicles, in particular for commercial vehicles and buses, with an electronically operated system or fully automatic gearbox to generate a warning signal before the limit speed is reached, when it is exceeded a downshift is no longer possible or no longer possible without the risk of engine damage the current engine speed and the shift stage inserted are constantly compared with limit speeds stored in a memory, the control ( 1 ) in the range of the limit speed (n G )
  • - determines the loading condition and
  • - Connected with a slope sensor (NS) or the
  • - From the position of the pedestrian (FFG) or control transmitter, which corresponds to the desired acceleration, by comparing with the actual acceleration the respective gradient or a gradient and / or tailwind occurring the additional acceleration is determined or
  • - By comparing the actual acceleration with the theoretical acceleration due to the current engine load and the known driving resistance characteristic, a deviation between the target and actual acceleration is assigned to a downhill ride, and
the controller (1) when carrying heavy loads and present a gradient, the warning signal to an optical or acoustic driver Warnvor device (2) outputs.
2. Security system according to claim 1, characterized in that the warning signal continues when the brake (BS) and feh lender braking effect is triggered.
3. Safety system according to one of claims 1 or 2, characterized in that, after a delay after the warning signal has been given, the controller ( 1 ) permits a downshift by increasing the limit speed (n G + Δn), provided the brake is still actuated and the limit speed (n G ) has been exceeded.
4. Security system according to claim 3, characterized in that the controller ( 1 ) triggers a downshift in an automatically switching transmission.
5. Security system according to one of the preceding claims, characterized in that the control ( 1 ) on the input side
  • - the engine control (MS) of the vehicle engine and the transmission control (GS),
  • - with the pedestrian sensor (FFG) or the control sensor of a diesel fuel pump or
  • - the load signal of a petrol engine,
  • - With the brake switch (BS) and with a slope the inclination sensor (NS) is connected, whereby the engine control (MS) or the transmission control (GS) the gear currently engaged or the current gear stage and the current engine speed ( n) transmitted to the controller ( 1 ).
6. Security system according to claim 1, characterized in that the driver warning is triggered even if no star ke loading is present, the brake is applied and a strong deceleration detection of the vehicle and a sufficiently strong one Slope is present.
DE19914122083 1991-07-04 1991-07-04 Security system for vehicles Expired - Fee Related DE4122083C2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE19914122083 DE4122083C2 (en) 1991-07-04 1991-07-04 Security system for vehicles

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19914122083 DE4122083C2 (en) 1991-07-04 1991-07-04 Security system for vehicles
JP17693192A JPH05203050A (en) 1991-07-04 1992-07-03 Car safety device

Publications (2)

Publication Number Publication Date
DE4122083A1 DE4122083A1 (en) 1993-01-07
DE4122083C2 true DE4122083C2 (en) 2001-03-29

Family

ID=6435381

Family Applications (1)

Application Number Title Priority Date Filing Date
DE19914122083 Expired - Fee Related DE4122083C2 (en) 1991-07-04 1991-07-04 Security system for vehicles

Country Status (2)

Country Link
JP (1) JPH05203050A (en)
DE (1) DE4122083C2 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008040126A1 (en) * 2008-07-03 2010-01-07 Zf Friedrichshafen Ag Method for controlling a switching process in an automatic transmission of a commercial vehicle

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4329916A1 (en) * 1993-09-04 1995-03-09 Bosch Gmbh Robert Control method, in a motor vehicle with an automatic gear system
DE4329918A1 (en) * 1993-09-04 1995-03-09 Bosch Gmbh Robert Safety system in motor vehicles with automatic gear system
DE19648033A1 (en) * 1996-11-20 1998-05-28 Zahnradfabrik Friedrichshafen Brake control/monitoring method for heavy motor vehicle
DE102007048535A1 (en) * 2007-10-10 2009-04-16 Zf Friedrichshafen Ag Method for monitoring drive train of vehicle, involves identifying deviation between existing operating condition of transmission system and required operating condition of transmission system

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2852195C2 (en) * 1978-12-02 1987-08-27 Bosch Gmbh Robert Control device for an automatic gearbox
US4732055A (en) * 1985-02-16 1988-03-22 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Shift control apparatus for automatic transmission system
DE3831449A1 (en) * 1988-09-16 1990-03-22 Man Nutzfahrzeuge Ag Electronic operational control system for a drive train of a motor vehicle
DE2902632C2 (en) * 1978-01-24 1990-05-23 Smyth, Robert R., Bloomfield Hills, Mich., Us

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2902632C2 (en) * 1978-01-24 1990-05-23 Smyth, Robert R., Bloomfield Hills, Mich., Us
DE2852195C2 (en) * 1978-12-02 1987-08-27 Bosch Gmbh Robert Control device for an automatic gearbox
US4732055A (en) * 1985-02-16 1988-03-22 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Shift control apparatus for automatic transmission system
DE3831449A1 (en) * 1988-09-16 1990-03-22 Man Nutzfahrzeuge Ag Electronic operational control system for a drive train of a motor vehicle

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102008040126A1 (en) * 2008-07-03 2010-01-07 Zf Friedrichshafen Ag Method for controlling a switching process in an automatic transmission of a commercial vehicle
US8452497B2 (en) 2008-07-03 2013-05-28 Zf Friedrichshafen Ag Method for actuating a shifting operation in an automatic transmission of a utility vehicle

Also Published As

Publication number Publication date
DE4122083A1 (en) 1993-01-07
JPH05203050A (en) 1993-08-10

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Legal Events

Date Code Title Description
8110 Request for examination paragraph 44
8120 Willingness to grant licenses paragraph 23
D2 Grant after examination
8364 No opposition during term of opposition
8339 Ceased/non-payment of the annual fee