EP1940666A1 - Vorrichtung zum betreiben eines kraftfahrzeuges - Google Patents
Vorrichtung zum betreiben eines kraftfahrzeugesInfo
- Publication number
- EP1940666A1 EP1940666A1 EP06806204A EP06806204A EP1940666A1 EP 1940666 A1 EP1940666 A1 EP 1940666A1 EP 06806204 A EP06806204 A EP 06806204A EP 06806204 A EP06806204 A EP 06806204A EP 1940666 A1 EP1940666 A1 EP 1940666A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- control unit
- driving speed
- detected
- default value
- ist
- 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.)
- Withdrawn
Links
- 238000006243 chemical reaction Methods 0.000 claims abstract description 30
- 238000001514 detection method Methods 0.000 claims abstract description 17
- 238000000034 method Methods 0.000 claims abstract description 6
- 230000001960 triggered effect Effects 0.000 claims abstract description 5
- 230000003287 optical effect Effects 0.000 claims description 4
- 230000001771 impaired effect Effects 0.000 abstract 1
- 230000005540 biological transmission Effects 0.000 description 4
- 230000004044 response Effects 0.000 description 2
- 230000006399 behavior Effects 0.000 description 1
- 230000008901 benefit Effects 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000000994 depressogenic effect Effects 0.000 description 1
- 230000006870 function Effects 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000000284 resting effect Effects 0.000 description 1
- 238000009987 spinning Methods 0.000 description 1
- 230000000007 visual effect Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18027—Drive off, accelerating from standstill
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
- B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/184—Preventing damage resulting from overload or excessive wear of the driveline
- B60W30/1846—Preventing of breakage of drive line components, e.g. parts of the gearing
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/12—Brake pedal position
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2720/00—Output or target parameters relating to overall vehicle dynamics
- B60W2720/10—Longitudinal speed
Definitions
- the invention relates to a device for operating a motor vehicle, having the features of the preamble of claim 1 and a method for this purpose having the features of the preamble of claim 10.
- a method for operating a vehicle is known.
- the vehicle has a service brake device, a parking brake device and an automatic transmission.
- the operation of the parking brake device, the current driving speed and the position of the accelerator pedal and the operation of the service brake device are fed to a control unit as input signals.
- the parking brake device can be activated or deactivated in accordance with specified conditions.
- the method serves to support the starting process and the device as traction help.
- the present invention has the object to prevent harmful operation of a motor vehicle.
- this object is achieved by the fact that a safety reaction of the control unit can be triggered if the detected actual driving speed has a fixed resting position. Standstill value falls below and the default value of the target vehicle speed and the brake pressure at the same time each exceed a limit assigned to them.
- a safety reaction of the control unit can be triggered if the detected actual driving speed has a fixed resting position. Standstill value falls below and the default value of the target vehicle speed and the brake pressure at the same time each exceed a limit assigned to them.
- a simultaneous and strong operation of a braking device and a driver request detection eg an accelerator pedal
- Such an operation of the motor vehicle is also referred to as cavalier start.
- the brake pedal and the accelerator pedal are simultaneously fully actuated for a cavalier start at standstill of the motor vehicle.
- the engine rotates at about 2800 rpm until the stall speed of the automatic transmission.
- the driver releases the brake when the accelerator pedal is fully depressed and the motor vehicle accelerates quickly from standstill.
- Due to the associated sudden unfolding of the torque of the drive train and the vehicle tires are heavily loaded. This can lead to damage to a differential, an automatic transmission and / or drive shafts or drive shafts and to the vehicle tires.
- This imminent damaging operating state of the motor vehicle is detected according to the invention and triggers a safety reaction.
- the safety response alerts the driver to the hazard and / or reduces the load on the powertrain and vehicle tires. In this way damage can be prevented.
- an acoustic signal generator can be activated as a safety reaction of the control unit. The driver is thus made aware of a harmful operation of the motor vehicle and can turn it off. Similarly, other road users can be warned in this way, for example by means of a horn.
- an optical signal generator can be activated as a safety reaction of the control unit. The driver is made aware of a damaging operation of the motor vehicle and can turn it off. Likewise, other road users can be warned in this way, for example by means of hazard warning lights.
- a desired driving speed assigned to the default value can be lowered.
- a simultaneous and strong actuation of driver input detection and braking device loads the drive train of the motor vehicle and its tires. If the setpoint driving speed is lowered, the load on the drivetrain and tires also decreases. Damage can be prevented.
- the safety reaction of the control unit can be terminated when the braking device has been relieved by a predetermined amount and the detected actual driving speed exceeds a threshold value assigned to it. If the braking device is relieved, the motor vehicle can roll up and the load on the drive train and tire is reduced to a normal level. The harmful operation of the motor vehicle is finished.
- the advantage of this embodiment is that the safety reactions are terminated when the damaging operating state is ended. An acoustic or optical signal generator is switched off again. This prevents a possible disturbance of the driver's attention to the traffic by the optical and acoustic signals.
- a target driving speed associated with the default value can be raised by the control unit.
- the lowering of the setpoint value assigned target vehicle speed is reversed. This prevents that the motor vehicle reacts after a cavalier start with a lower driving speed on an actuation of the driver request detection, as usual.
- the increase in the target driving speed is faster when an anti-slip control is turned on, as if the traction control is off.
- the speed of the increase can be optimally adapted to the driving characteristics of the motor vehicle.
- drivability disturbances that may be caused by overshooting the target vehicle speed (e.g., spinning wheels) may be avoided.
- a readable diagnostic memory in which information about a security reaction can be stored. This records whether or not there has been a damaging operating condition.
- the vehicle owner or an employee of a workshop can learn whether a harmful operation of the motor vehicle has taken place. Thus recognized damage can be assigned to a damaging operation of the motor vehicle. Likewise, due to the information about a harmful operation of the motor vehicle damage can be targeted sought and eliminated and consequential damage can be avoided.
- the safety reaction of the control unit can only be triggered if, over a predetermined period of time, the detected vehicle speed falls below a defined standstill threshold value and the default value of the setpoint vehicle speed and the brake pressure simultaneously exceed a respective limit value assigned to them. This prevents that even a short-term simultaneous actuation of driver request detection and braking device triggers a safety reaction.
- the FIGURE shows a schematic representation of an embodiment of the inventive device.
- the illustrated embodiment has a control unit 5, which is connected to a driver request detection 1 in the form of an accelerator pedal, a brake device 2, a brake light switch 3 and a vehicle speed detection 4.
- the control unit 5 detects a detected by a driver request detection 1 default value PW in a device 7.
- This driver request detection 1 is performed for example as an accelerator pedal with a sensor for detecting the default value PW. But it can also be a joystick or a hand throttle or the like.
- the device 7 of the control unit 5 it is detected whether the default value PW exceeds a limit y associated with it.
- the threshold value y may correspond to a pedal value of a 60% operated pedal.
- the device 7 forwards a signal to a device 11 when the default value PW exceeds the limit y associated with it.
- the control unit 5 detects a brake pressure p of a brake device 2 in a device 8.
- a pre-pressure of a master brake cylinder is detected.
- the brake pressure can also be detected on the wheel brake cylinders, on a brake pedal or similar suitable components. It can also be detected the operation of a parking brake.
- the device 8 of the control unit 5 it is detected whether the brake pressure p exceeds an associated limit value x.
- the limit value x can correspond to a pressure of 40 bar.
- the device 8 transmits a signal to the device 11 when the brake pressure p exceeds its associated limit value x.
- the control unit 5 detects an actual driving speed v_act detected by a driving speed detection 4 in a device 10.
- the illustrated actual driving speed detection v_act detects a driving speed of a vehicle wheel.
- the actual Fahrgeschwmdtechnik v_ist can also be detected on a transmission, a drive shaft or similar suitable components and / or come from a data bus.
- the device 10 of the control unit 5 it is detected whether the detected actual Fahrgeschwmdtechnik v_ist falls below a predetermined standstill limit z.
- the limit z may correspond to a driving speed of 0 km / h. But it may also be allowed low forward or backward roll.
- the device 10 transmits a signal to the device 11 when the actual driving speed v_act falls below the limit value z assigned to it.
- the device 11 detects whether it receives a signal from the devices 7, 8 and 10 in each case. If this is the case, the conditions for a cavalier start are present, and the device 11 activates one or more of the safety reactions associated with the devices 12, 13, 14 and 15.
- control unit 5 detects in a device 6 for which period of time t the conditions required by the device 11 apply.
- the device 6 receives the output signals of the devices 7, 8, 10.
- this information about the conditions required by the device 11 can also be passed on from the device 11 to the device 6.
- the device 6 gives a signal to the device 11 when this time t exceeds a value w. If this is the case, then the required conditions for a safety reaction are present and the device 11 acts on one or more devices 12, 13, 14, 15.
- the control unit 5 also detects a signal of a brake light switch 3 m of a device 9.
- the device 9 transmits a signal to the device 11 when it receives a signal from the brake light switch 3.
- the devices 6, 7, 8, 9 and 10 can be integrated in the device 11. This saves components and shortens data paths.
- the device 11 detects whether it receives a signal from the devices 6, 7, 8, 9 and 10, respectively. If this is the case, then the required conditions of a driver behavior, which is also referred to as a cavalier start, are present. As a safety reaction, the device 11 acts on one or more devices 12, 13, 14, 15.
- the device 11 activates a visual signal transmitter 13 as a safety reaction of the control unit 5.
- control lights for example combination lights
- interior lighting of the motor vehicle are switched to continuous light or flashing function.
- the device 11 activates as a safety reaction of the control unit 5 an acoustic signal generator 14.
- an acoustic signal generator 14 For example, a voice output is provided or it is a horn, a beeper or other warning sounder switched to continuous tone or successive single tones.
- a device 12 is provided in the control unit 5. This device 12 receives a default value PW of the driver request detection 1 and converts it into a target vehicle speed v_setpoint, which is output by the control unit 5.
- the device 11 outputs a signal to a device 12 as a safety reaction of the control unit 5. If this signal is present at the device 12, the device 12 lowers as safety reaction, the value assigned to the default value PW for the desired driving speed v_setpoint. This lowering of the nominal driving speed v_soll is typically carried out over a time ramp of approximately 0.5 s. For example, the default value PW is assigned a target driving speed v_soll reduced by 20%.
- the safety responses of the devices 12, 13 and 14 are performed simultaneously. However, only one or two of the proposed safety reactions can be provided.
- the triggering of a safety reaction by the device 11 of the control unit 5 is stored in a diagnostic memory 15. This is readable.
- the safety reactions are terminated when the braking device 2 has been relieved by a predeterminable amount and the detected vehicle speed v_ist exceeds an associated Anrollgrenzwert.
- the brake pressure p of a brake device 2 and the default value PW of a driver request detection 1 in a device 17 are detected.
- This device 17 outputs a signal to the device 12 when the conditions for termination of the safety reaction are met.
- the device 17 may be integrated into the device 11.
- the device 12 If the device 12 receives a signal from the device 17, then the device 12 resumes the reduction of the nominal driving speed v_setpoint assigned to the default value PW. For this purpose, it raises the target vehicle speed v set, which is assigned to the default value PW.
- the motor vehicle on a traction control 16 the operating state is passed through a signal to the device 12.
- the increase of the nominal driving speed v_soll takes place faster when the traction control 16 is turned on. Accordingly, the increase in the setpoint vehicle speed v_setpoint is slower when the device 12 receives the signal from the traction control 16 that the traction control system 16 is switched off. For example, the lift takes about a few seconds longer when the traction control 16 is switched off than when the traction control 16 is switched on.
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Regulating Braking Force (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102005051437A DE102005051437A1 (de) | 2005-10-27 | 2005-10-27 | Vorrichtung zum Betreiben eines Kraftfahrzeuges |
PCT/EP2006/009845 WO2007048504A1 (de) | 2005-10-27 | 2006-10-12 | Vorrichtung zum betreiben eines kraftfahrzeuges |
Publications (1)
Publication Number | Publication Date |
---|---|
EP1940666A1 true EP1940666A1 (de) | 2008-07-09 |
Family
ID=37584182
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP06806204A Withdrawn EP1940666A1 (de) | 2005-10-27 | 2006-10-12 | Vorrichtung zum betreiben eines kraftfahrzeuges |
Country Status (4)
Country | Link |
---|---|
US (1) | US20080248921A1 (de) |
EP (1) | EP1940666A1 (de) |
DE (1) | DE102005051437A1 (de) |
WO (1) | WO2007048504A1 (de) |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP5282760B2 (ja) * | 2010-04-13 | 2013-09-04 | 日産自動車株式会社 | 内燃機関の出力制御装置 |
DE102014019124A1 (de) * | 2014-12-19 | 2016-06-23 | Audi Ag | Fahrzeug sowie Verfahren zum Betreiben eines solchen Fahrzeugs |
Family Cites Families (17)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4038432A1 (de) * | 1990-12-01 | 1992-06-04 | Bosch Gmbh Robert | Fahrgeschwindigkeitsregler fuer ein kraftfahrzeug |
DE4111023C2 (de) * | 1991-04-05 | 2003-11-20 | Bosch Gmbh Robert | Elektronisches System für ein Fahrzeug |
FR2708530B1 (fr) * | 1993-08-03 | 1997-01-24 | Luk Getriebe Systeme Gmbh | Véhicule équipé d'un embrayage automatique. |
DE4421088C2 (de) | 1994-06-16 | 1998-09-17 | Voith Gmbh J M | Anfahrhilfsvorrichtung für ein Fahrzeug |
DE19525552A1 (de) * | 1995-07-13 | 1997-01-16 | Teves Gmbh Alfred | Verfahren und Anordnung zum Halten eines Fahrzeugs auf geneigter Fahrbahn |
US5992947A (en) * | 1997-09-18 | 1999-11-30 | Aisin Seiki Kabushiki Kaisha | Negative pressure type booster |
DE19826687A1 (de) * | 1998-06-16 | 1999-12-23 | Continental Teves Ag & Co Ohg | Elektrisch betätigbares Bremssystem für Kraftfahrzeuge und Verfahren zu seiner Ansteuerung |
DE19841917A1 (de) * | 1998-09-14 | 1999-12-16 | Mannesmann Sachs Ag | Antriebsanordnung für ein Kraftfahrzeug |
GB2353835B (en) * | 1999-09-04 | 2003-09-24 | Luk Lamellen & Kupplungsbau | Automated transmission systems |
DE10052654B4 (de) * | 2000-10-24 | 2019-03-14 | Volkswagen Ag | Verfahren und Vorrichtung zur Steuerung von optischen und/oder akustischen Informationen in einem Kraftfahrzeug |
DE10055046B4 (de) * | 2000-11-07 | 2018-06-28 | Volkswagen Ag | Verfahren zur Erleichterung des Anfahrens eines Kraftfahrzeugs an einer Steigung |
DE10063062A1 (de) * | 2000-12-18 | 2002-06-20 | Lucas Varity Gmbh | Verfahren und Vorrichtung zum Steuern einer Bremsausrüstung eines Kraftfahrzeuges |
DE10148342A1 (de) * | 2001-09-29 | 2003-04-10 | Bosch Gmbh Robert | Verfahren und Vorrichtung zum Betreiben einer Antriebseinheit eines Fahrzeugs |
DE10156940A1 (de) * | 2001-11-20 | 2003-05-28 | Zf Sachs Ag | Verfahren zum Anfahren eines ein Lastschaltgetriebe und eine Doppel- oder Mehrfach-Kupplung aufweisenden Kraftfahrzeugs mit großer Beschleunigung |
DE10205770B4 (de) * | 2002-02-12 | 2006-08-24 | Bayerische Motoren Werke Ag | Verfahren zum Bestimmen des vom Fahrer eines Kraftfahrzeugs vorgegebenen Wunsches zur Fahrzeug-Längsdynamik |
GB2392512B (en) * | 2002-08-31 | 2004-11-24 | Visteon Global Tech Inc | Over-ride of driver demand in a motor vehicle |
DE10356194A1 (de) * | 2003-12-02 | 2005-07-07 | Zf Friedrichshafen Ag | Verfahren zur Steuerung des Anfahrvorgangs eines Kraftfahrzeugs mit Automatgetriebe |
-
2005
- 2005-10-27 DE DE102005051437A patent/DE102005051437A1/de not_active Withdrawn
-
2006
- 2006-10-12 EP EP06806204A patent/EP1940666A1/de not_active Withdrawn
- 2006-10-12 WO PCT/EP2006/009845 patent/WO2007048504A1/de active Application Filing
-
2008
- 2008-04-25 US US12/150,350 patent/US20080248921A1/en not_active Abandoned
Non-Patent Citations (1)
Title |
---|
See references of WO2007048504A1 * |
Also Published As
Publication number | Publication date |
---|---|
DE102005051437A1 (de) | 2007-05-03 |
US20080248921A1 (en) | 2008-10-09 |
WO2007048504A1 (de) | 2007-05-03 |
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DAX | Request for extension of the european patent (deleted) | ||
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Free format text: STATUS: THE APPLICATION HAS BEEN WITHDRAWN |
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RIC1 | Information provided on ipc code assigned before grant |
Ipc: B60W 30/18 20060101AFI20110304BHEP Ipc: B60K 28/10 20060101ALI20110304BHEP |
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RTI1 | Title (correction) |
Free format text: APPARATUS AND METHOD FOR OPERATING A MOTOR VEHICLE |
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18W | Application withdrawn |
Effective date: 20110318 |