EP2097631B1 - Method and vehicle electric system for a motor vehicle with a pre-emptive temporary torque restriction of the internal combustion engine - Google Patents

Method and vehicle electric system for a motor vehicle with a pre-emptive temporary torque restriction of the internal combustion engine Download PDF

Info

Publication number
EP2097631B1
EP2097631B1 EP06818925.7A EP06818925A EP2097631B1 EP 2097631 B1 EP2097631 B1 EP 2097631B1 EP 06818925 A EP06818925 A EP 06818925A EP 2097631 B1 EP2097631 B1 EP 2097631B1
Authority
EP
European Patent Office
Prior art keywords
vehicle
operating mode
driving situation
combustion engine
internal combustion
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.)
Active
Application number
EP06818925.7A
Other languages
German (de)
French (fr)
Other versions
EP2097631A1 (en
Inventor
Olaf Lemke
Martin Hauschild
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.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
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 Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP2097631A1 publication Critical patent/EP2097631A1/en
Application granted granted Critical
Publication of EP2097631B1 publication Critical patent/EP2097631B1/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/06—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators

Definitions

  • the invention particularly relates to a method for reducing the energy consumption of a motor vehicle with an internal combustion engine and with at least one electrical system to which at least one first electrical load is connected.
  • From the DE 101 56 665 A1 is an electronic control of a spark-ignition internal combustion engine with a knock control system and with a so-called. Momentsreserve known. When they are activated, the combustion chambers are supplied with an amount of air and fuel that is actually required in the respective operating point and, to compensate for this, a less favorable ignition angle is selected. At selected operating points, when a knocking combustion is detected, the torque reserve is activated in order to realize later firing angles, which thus reduce the tendency to knock. In particular, the idle operating point is such an operating point in which the torque reserve for preventing knocking combustion is activated.
  • the US-A-5,483,446 describes an estimation method for a road traffic condition for estimating a road traffic condition on the basis of a running state of a vehicle. To increase the reliability, the following steps are proposed.
  • a driving time ratio detecting step for calculating a running time ratio of the vehicle; an average speed detecting step for calculating an average speed of the vehicle and a road traffic state estimating step for estimating the road traffic condition on the basis of the running time ratio and the average speed.
  • From the DE 102 16 184 A1 is a motor vehicle with a monitoring unit, an electric power supply unit and means for detecting or evaluating the functionality of the power supply unit known. At least one electrical load can be switched to the energy supply unit via the monitoring unit, and at least one characteristic measured variable of the energy supply unit can be detected before, during and after the electrical load is connected to the energy supply unit.
  • the functionality of the power supply unit can be determined by means of comparison and / or arithmetic operations using at least one measured variable or equations describing the power supply unit.
  • the object of the invention is in particular to provide a method that enables the realization of a powerful on-board network with reduced energy consumption of a motor vehicle.
  • One aspect of the invention is that the internal combustion engine is operated in a first operating state with a first injection quantity and with a first ignition point.
  • the electric generator of the vehicle and the battery of the vehicle jointly supply the electrical system in order to supply the electrical consumers with a sufficient electrical voltage.
  • the generator can be fully utilized in the first operating state.
  • the internal combustion engine In a second operating state, the internal combustion engine is operated with a second injection quantity which is higher than the first injection quantity and with a second ignition point.
  • the second ignition timing is opposite. the first ignition timing at the second injection amount with respect to the performance of the internal combustion engine unfavorable.
  • the second against. the higher injection quantity of the first injection quantity increases the performance of the internal combustion engine and allows the internal combustion engine to deliver a higher torque to the electric generator of the motor vehicle. Without countermeasure increases - surprisingly for the driver - the speed of the engine, so that the driver would get the impression that there is a defect.
  • the ignition timing is adjusted from the first ignition point to a second ignition point, whereby the performance of the internal combustion engine or its torque is preferably reduced substantially to the extent its torque has been increased by increasing the injection quantity is.
  • the result of the second operating state is a torque reserve of the internal combustion engine and the rotational speed of the engine remains largely constant during the transition from the first operating state to the second operating state.
  • a driving situation detecting means provided in the vehicle recognizes a largely imminent particular driving situation due to the driver's previous behavior in controlling the vehicle and / or the vehicle in advance, and causes the internal combustion engine to be brought from the first operating state to the second operating state.
  • a torque reserve of the internal combustion engine is brought about by an increase in the injection quantity which serves to stabilize the vehicle electrical system voltage if this is actually required in the near future.
  • the driving situation detection device upon detection of the particular driving situation, causes the internal combustion engine to be brought from the second to the third operating state. Due to the torque retention in the second operating state according to the invention, the torque held by the internal combustion engine can be provided very quickly by the technically very quickly realizable adjustment of the ignition timing during the transition to the third operating state.
  • the internal combustion engine does not die off and it can deliver the required torque to the electric generator.
  • the electric generator can feed a higher electrical power into the electrical system and the electrical voltage is stabilized or does not break despite a suddenly occurring higher load in the electrical system.
  • the driving situation detection device recognizes the (actual) occurrence of the particular driving situation due to the fact that the electrical voltage of the vehicle electrical system is about to collapse.
  • a monitoring of the voltage and possibly a torque-increasing adjustment of the ignition angle is technically relatively simple and inexpensive to implement.
  • the driving situation detection device upon detection of the largely imminent special driving situation, causes the internal combustion engine, instead of the transition from the first to the second operating state, to bring the internal combustion engine directly from the first to the third operating state , This is it Although not a preferred but one possible embodiment of the invention.
  • the driving situation detection device takes into account who the current driver is and how his previous behavior was. As a result, the hit rate for the prediction that a turning process is imminent, be increased. If, for example, the driving situation detection device detects that the driver in question is always making a dive before turning, which is not done by all drivers, this criterion can be weighted higher in the inventive algorithm for detecting a turning process.
  • the first electrical load is an electrically operated steering of the motor vehicle and the largely imminent special driving situation is a turning process. Especially during a turning process, it is important for the driver that the behavior of the steering does not change adversely or that it is not difficult. In a turning process, the power requirement of an electric steering is particularly high.
  • the position of the driving or accelerator pedal is detected by the driving situation detecting device, and the internal combustion engine is brought from the first operating state to the second operating state, when the accelerator pedal or gas pedal is largely in its rest position and at least one more Driving situation occurs.
  • This too is characteristic of an imminent turning process and provides an important indication of an imminent turning process.
  • the acceleration and the speed of the vehicle are detected by the driving situation detection device, and the combustion engine is brought from the first operating state into the second operating state, when the acceleration of the vehicle is negative and the speed falls below a predetermined threshold value.
  • This too is characteristic of an imminent turning process and provides an important indication of an imminent turning process.
  • the driving situation detection device checks whether the vehicle is making a dodge.
  • Driving a dangler can be a pretty clear indication of an impending turn.
  • the steering angle of the electric steering of the vehicle is detected by the driving situation detection device.
  • the internal combustion engine is brought from the first operating state to the second operating state when the absolute value of the steering angle is greater than a predetermined threshold and at least one further driving situation occurs. This may be an indication that the driver is starting to make a dodge or turning maneuver.
  • the steering angle of the electric steering of the vehicle detected by the driving situation detection device and the combustion engine is brought from the first operating state to the second operating state, when the absolute value of the steering angle greater than a predetermined speed-dependent steering threshold or steering angle threshold is and at least one more driving situation occurs. If the driver drives no dangling before a turning process, this characteristic of a will replace the "dodging criterion" and increase the reliability of the prediction of an imminent turning operation.
  • the driving situation detection device checks whether the brake pressure is higher than a predetermined brake pressure or a tolerance pressure and also checks whether the speed is less than a predetermined acceleration-dependent speed value or a dynamic turning threshold. This makes it possible to further increase the reliability of the prediction of a turning process.
  • the invention also proposes an electrical system of a motor vehicle, which has a program-controlled driving situation detection device, which executes a method according to the invention. Furthermore, a program-controlled driving situation detection device is proposed, which carries out a method according to the invention or causes it to be carried out.
  • the starting point for the following embodiment of the method according to the invention is the following.
  • the motor vehicle is equipped with an electric steering.
  • the electric steering system requires a sufficiently high electrical voltage, which may not even be able to be applied by the combination of battery and electric generator of the motor vehicle, both of which already feed the vehicle electrical system with largely maximum power, for example , This may be the case, in particular in winter, when the electric seat heating and / or other consumers are switched on with high electrical connection power. If a turning maneuver is initiated in such a situation without countermeasures, the voltage in the electrical system breaks through the additional load of the electric steering clearly because the steering must provide a high mechanical torque during the turning process, and the steering becomes stiff.
  • the immediate imminence of a turning maneuver is detected very reliably.
  • the voltage in the electrical system is stabilized by the temporary increase of the injection quantity and the provision of the torque reserve by canceling the ignition angle adjustment from shortly before the turning maneuver until shortly after the turning maneuver.
  • FIG. 1 shows the first part 100 (main function 1) of the inventive method for detecting whether the motor vehicle shortly
  • step 101 the inventive method begins.
  • step 102 it is compared whether the vehicle exceeds a predetermined speed x. If no, the comparison is carried out again. If so, the inventive method for detecting an upcoming turning maneuver is active, as shown in status 103.
  • step 104 it is compared whether the accelerator pedal is operated, i. whether the angle of the pedal is 0 degrees (rest position). If not, it is checked in step 105 whether the speed of the vehicle is greater than the predetermined speed x. If so, step 104 is executed again. If not, the process begins again with step 101. If the comparison in step 104 is affirmative, the status is "foot off gas" as indicated in state 106.
  • curve-corrected steering angle means the following. If the vehicle moves on a straight road, the steering angle or the position of the steering wheel is 0 degrees, ie straight ahead. If the vehicle drives in a curve, the steering angle is different from 0 degrees. For example, if it is a uniform left turn, the steering angle is for the duration of the Driving through the uniform left turn, for example - 10 degrees. In order to be able to distinguish this form of deflection of the steering wheel (no conscious steering) from an actual steering operation (conscious steering operation) even in the case of cornering, it is determined according to the invention how large the average steering angle was for a past short period of, for example, 3 seconds, and Determines how big the steering angle is currently. Then, the difference between the average steering angle and the current steering angle is formed. This difference is the curve-corrected steering angle.
  • step 110 it is compared whether the absolute value of the curve-corrected steering angle is greater than a tolerance value, i. "Abs (curve-corrected steering angle)> Tolerance value". A driver will always turn the steering wheel back and forth while driving without wanting to steer.
  • step 111 it is checked in step 111 whether the accelerator pedal is not deflected and the speed of the vehicle is greater than a predetermined minimum speed. If so, the vehicle is in status 109. If not, the procedure starts again with status 101 "Start”. If the result of step 110 is "yes", the current steering angle y is recorded in status 112 and it is assumed that the first part of a "dangling" could have been caused by the driver. Below it goes with the in FIG. 2 shown main function 2 on.
  • FIG. 2 shows the second part 200 (main function 2) of the method according to the invention.
  • the second part 200 is determined in steps 201 to 211, whether or not the driver is a "dangling", which may be another indication of an imminent turning process. Many - but not all - drivers drive before a turning process a dangling.
  • dangling should first be explained in the case of a straight road. If the driver follows the straight road, the steering wheel remains largely in its rest position. In a first form of dangling is first clearly to the right well above the rest position of the steering wheel out and then directed to the left well beyond the rest position. Here, the driver gets to the right side of the road in right-hand traffic and the front of the vehicle already shows something more in the opposite direction than when driving straight ahead. In a second form of dangling, the driver first steers to the left significantly beyond the rest position of the steering wheel, then to the right, clearly beyond the rest position.
  • a dangler is driven, for example, when the vehicle is moving on a left turn, the roadway moves under the vehicle to the left, as it were - in contrast to a straight road.
  • the steering wheel is in accordance with the curvature of the curve against. the 0-layer is twisted, i. the steering angle is less than 0 degrees for a left turn and greater than 0 degrees for a right turn.
  • step 205 it is checked again whether the accelerator pedal is not deflected and whether the speed is greater than the predetermined minimum speed. If not, the inventive method starts again with "Start”, ie with status 101.
  • step 206 If yes, it is checked in step 206 whether the current steering angle y is smaller than the "steering angle opposite side" (compare statuses 202 and 203). If not, it is checked in step 207 whether the steering angle opposite side is less than or equal to the current steering angle. If so, this is considered dangling, as indicated in status 211 "dangling detected".
  • step 208 it is checked in step 208 whether the "steering angle opposite side" is greater than or equal to the current steering angle. If so, this is considered dangling as indicated in status 211. If the result of the comparison in step 207 or 208 is "no", the sub-function "steering threshold" 209 is crossed in the context of the method according to the invention.
  • FIG. 4 shows the sub-function "steering threshold" 400 of the method according to the invention in which a speed-dependent and thus dynamic steering threshold for the further process steps is specified.
  • step 401 it is checked whether the speed of the vehicle averaged over a certain period of time is less than 8 km / h. The period may be, for example, between 3 and 10 seconds. If so, the dynamic steering threshold is set at 450 degrees (status 402). When straight ahead of the vehicle, ie at a not deflected from this position steering wheel angle is 0 or 360 degrees.
  • step 403 it is checked in step 403 whether the average speed of the vehicle is less than 15 km / h, that is, in combination with step 401, if the average speed is between 8 km / h and 15 km / h. If so, the dynamic steering threshold is set at 300 degrees (status 404). If no, ie if the speed is greater than 15 km / h, the dynamic steering threshold is set at 200 degrees.
  • step 210 it is checked whether the absolute value of the current steering angle is greater than the dynamic steering threshold for the current vehicle speed. If not, the procedure starts again with the status 204, ie "steering detected". If so, the method according to the invention with the main function 3 in FIG. 3 continued.
  • step 302 it is now checked again in step 302, whether the gas or accelerator pedal is not actuated and whether the speed of the vehicle is greater than the predetermined minimum speed. If not, the procedure starts again with "Start”, ie from step 101. If yes, the in FIG. 5 go through subfunction "dynamic reversing threshold" 501.
  • step 502 it is checked whether the negative acceleration of the vehicle averaged over the last seconds is between 0 m / s 2 and-2 m / s 2 . If so, the dynamic reversing threshold is set at 6 km / h in step 503. If not, it is checked in step 504 whether the negative acceleration between - 2 m / s 2 and - 4m / s 2. If yes, the dynamic reversing threshold is set at step 505 to the value: absolute value of acceleration times factor 3.6. The result is a speed value. If not, the dynamic reversing threshold is set to 15 km / h in step 506.
  • Step 303 checks whether the brake pressure is higher than a predetermined tolerance brake pressure. In addition, it is checked whether the current speed of the vehicle v is smaller than the dynamic turning threshold set in the sub-function "dynamic turning threshold". If not, the method according to the invention starts again with step 301 in FIG. 3 ,
  • step 304 the "status pending reversal detected" applies.
  • the injection quantity is increased by influencing the engine control unit of the internal combustion engine of the motor vehicle and the ignition changed such that the per se associated with the increase of the injection quantity torque increase is compensated, ie there is a torque Vorvor, by a provision the ignition timing can be brought to the original time in the short term. This is done with the detection of the actual turning maneuver, which is expressed in particular by a significant increase in the electrical load or an impending voltage dip in the electrical system by the actuated electric steering. After the turning process has been completed or expected to be completed, the internal combustion engine is operated in an operating state without torque reserve.
  • the completion of the turning operation can be monitored and recognized, for example, by the driving situation detection device.
  • a criterion may be, for example, that the driver is already driving straight ahead for a while or that the vehicle has reached a predetermined speed.
  • the turning process after a predetermined time after the step 304 is considered completed.
  • the invention can also be carried out in a worsened embodiment, in which the torque reserve is brought about earlier in the course of the inventive method. Possibly. but then increases the risk of a "false alarm", i. the torque reserve and the concomitant increase in fuel consumption, which is associated with lower fuel consumption, then takes place sometimes without actual later demand.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)

Description

Die Erfindung betrifft insbesondere ein Verfahren zur Reduzierung des Energieverbrauchs eines Kraftfahrzeugs mit einem Verbrennungsmotor und mit mindestens einem elektrischen Bordnetz an das mindestens ein erster elektrischer Verbraucher angeschlossen ist.The invention particularly relates to a method for reducing the energy consumption of a motor vehicle with an internal combustion engine and with at least one electrical system to which at least one first electrical load is connected.

Die Anzahl der elektrischen Verbraucher in Kraftfahrzeugen hat erheblich zugenommen. Um den CO2 - Ausstoß im Fahrzeug zu reduzieren, werden hydraulisch arbeitende Verbraucher durch elektrische Verbraucher ersetzt. So ersetzt ggf. beispielsweise eine elektrische Lenkung (EPS) eine hydraulische Lenkung des Kraftfahrzeugs. Solche elektrischen Verbraucher können jedoch kurzzeitig eine hohe Leistungsanforderung an das Fahrzeugbordnetz stellen. Daraus resultiert auch eine hohe Anforderung an die Bordnetzstabilität des Kraftfahrzeugs. Insbesondere muss bei kurzzeitig auftretenden hohen Belastungen eine ausreichend hohe elektrische Spannung bzw. elektrische Leistung zur Verfügung stehen.The number of electrical consumers in motor vehicles has increased significantly. In order to reduce CO 2 emissions in the vehicle, hydraulic consumers are replaced by electrical consumers. For example, if necessary, an electric steering system (EPS) replaces a hydraulic steering system of the motor vehicle. However, such electrical consumers can briefly provide a high power requirement to the vehicle electrical system. This also results in a high requirement for the vehicle system stability of the motor vehicle. In particular, a sufficiently high electrical voltage or electrical power must be available for short-term high loads.

Aus der DE 101 56 665 A1 ist eine elektronische Steuerung einer fremdgezündeten Brennkraftmaschine mit einem Klopfregelsystem sowie mit einer sog. Momentenreserve bekannt. Bei deren Aktivierung wird den Brennräumen eine gegenüber der im jeweiligen Betriebspunkt eigentlich benötigten Menge von Luft und Kraftstoff größere Menge zugeführt und zur Kompensation hiervon ein weniger günstiger Zündwinkel gewählt. In ausgewählten Betriebspunkten wird bei Erkennen einer klopfenden Verbrennung die Momentenreserve aktiviert, um spätere und somit die Klopfneigung herabsetzende Zündwinkel zu realisieren. Insbesondere ist der Leerlauf-Betriebspunkt ein derartiger Betriebspunkt, in dem die Momentenreserve zum Verhindern von klopfender Verbrennung aktiviert wird.From the DE 101 56 665 A1 is an electronic control of a spark-ignition internal combustion engine with a knock control system and with a so-called. Momentsreserve known. When they are activated, the combustion chambers are supplied with an amount of air and fuel that is actually required in the respective operating point and, to compensate for this, a less favorable ignition angle is selected. At selected operating points, when a knocking combustion is detected, the torque reserve is activated in order to realize later firing angles, which thus reduce the tendency to knock. In particular, the idle operating point is such an operating point in which the torque reserve for preventing knocking combustion is activated.

Die US-A-5 483 446 beschreibt ein Abschätzverfahren für einen Straßenverkehrszustand zum Abschätzen eines Straßenverkehrszustandes auf der Basis eines Fahrzustandes eines Fahrzeuges. Um die Zuverlässigkeit zu erhöhen, werden folgende Schritte vorgeschlagen. Einen Erfassungsschritt für ein Fahrzeitverhältnis zum Berechnen eines Fahrzeitverhältnisses des Fahrzeuges; einen Erfassungsschritt für die Durchschnittsgeschwindigkeit zum Berechnen einer Durchschnittsgeschwindigkeit des Fahrzeuges und einen Abschätzschritt für den Straßenverkehrszustand zum Abschätzen des Straßenverkehrszustandes auf der Basis des Fahrzeitverhältnisses und der Durchschnittsgeschwindigkeit.The US-A-5,483,446 describes an estimation method for a road traffic condition for estimating a road traffic condition on the basis of a running state of a vehicle. To increase the reliability, the following steps are proposed. A driving time ratio detecting step for calculating a running time ratio of the vehicle; an average speed detecting step for calculating an average speed of the vehicle and a road traffic state estimating step for estimating the road traffic condition on the basis of the running time ratio and the average speed.

Aus der DE 102 16 184 A1 ist ein Kraftfahrzeug mit einer Überwachungseinheit, einer elektrischen Energieversorgungseinheit und Mitteln zur Erfassung oder Bewertung der Funktionsfähigkeit der Energieversorgungseinheit bekannt. Über die Überwachungseinheit ist mindestens ein elektrischer Verbraucher an die Energieversorgungseinheit schaltbar und mindestens eine charakteristische Messgröße der Energieversorgungseinheit ist vor, während und nach dem Zuschalten des elektrischen Verbrauchers an die Energieversorgungseinheit erfassbar. Die Funktionsfähigkeit der Energieversorgungseinheit ist mittels Vergleichs- und/oder Rechenoperationen unter Verwendung mindestens einer Messgröße oder über die Energieversorgungseinheit beschreibende Gleichungen ermittelbar.From the DE 102 16 184 A1 is a motor vehicle with a monitoring unit, an electric power supply unit and means for detecting or evaluating the functionality of the power supply unit known. At least one electrical load can be switched to the energy supply unit via the monitoring unit, and at least one characteristic measured variable of the energy supply unit can be detected before, during and after the electrical load is connected to the energy supply unit. The functionality of the power supply unit can be determined by means of comparison and / or arithmetic operations using at least one measured variable or equations describing the power supply unit.

Aufgabe der Erfindung ist es, insbesondere ein Verfahren anzugeben, dass die Realisierung eines leistungsfähigen Bordnetzes bei reduziertem Energieverbrauch eines Kraftfahrzeugs ermöglicht.The object of the invention is in particular to provide a method that enables the realization of a powerful on-board network with reduced energy consumption of a motor vehicle.

Diese Aufgabe wird durch ein Verfahren bzw. ein Bordnetz mit den Merkmalen des betreffenden unabhängigen Anspruchs gelöst. Vorteilhafte Ausgestaltungen der Erfindung sind Gegenstand der abhängigen Patentansprüche.This object is achieved by a method or a vehicle electrical system having the features of the relevant independent claim. Advantageous embodiments of the invention are the subject of the dependent claims.

Ein Aspekt der Erfindung besteht darin, dass der Verbrennungsmotor in einem ersten Betriebszustand mit einer ersten Einspritzmenge und mit einem ersten Zündzeitpunkt betrieben wird. Beispielsweise versorgen der elektrische Generator des Fahrzeugs und die Batterie des Fahrzeugs das Bordnetz gemeinsam, um die elektrischen Verbraucher mit einer ausreichenden elektrischen Spannung zu versorgen. Der Generator kann in dem ersten Betriebszustand voll ausgelastet sein.One aspect of the invention is that the internal combustion engine is operated in a first operating state with a first injection quantity and with a first ignition point. For example, the electric generator of the vehicle and the battery of the vehicle jointly supply the electrical system in order to supply the electrical consumers with a sufficient electrical voltage. The generator can be fully utilized in the first operating state.

In einem zweiten Betriebszustand wird der Verbrennungsmotor mit einer zweiten gegenüber der ersten Einspritzmenge höheren Einspritzmenge und mit einem zweiten Zündzeitpunkt betrieben. Der zweite Zündzeitpunkt ist ggü. dem ersten Zündzeitpunkt bei der zweiten Einspritzmenge in Bezug auf das Leistungsvermögen des Verbrennungsmotors ungünstiger. Die zweite ggü. der ersten Einspritzmenge höhere Einspritzmenge steigert an sich das Leistungsvermögen des Verbrennungsmotors und ermöglicht dem Verbrennungsmotor an sich ein höheres Drehmoment an den elektrischen Generator des Kraftfahrzeugs abzugeben. Ohne Gegenmaßnahme erhöht sich - überraschend für den Fahrer - die Drehzahl des Verbrennungsmotors, so dass der Fahrer den Eindruck gewinnen würde, dass ein Defekt vorliegt. Um diese Drehmomentsteigerung zu kompensieren, wird erfindungsgemäß im zweiten Betriebszustand der Zündzeitpunkt vom ersten Zündzeitpunkt zu einem zweiten Zündzeitpunkt verstellt, wodurch die Leistungsfähigkeit des Verbrennungsmotors bzw. sein Drehmoment vorzugsweise im Wesentlichen in dem Maße reduziert wird, wie sein Drehmoment durch die Erhöhung der Einspritzmenge erhöht worden ist. Das Ergebnis des zweiten Betriebszustands ist ein Momentenvorhalt des Verbrennungsmotors und die Drehzahl des Motors bleibt beim Übergang von dem ersten Betriebszustand in den zweiten Betriebszustand weitgehend konstant.In a second operating state, the internal combustion engine is operated with a second injection quantity which is higher than the first injection quantity and with a second ignition point. The second ignition timing is opposite. the first ignition timing at the second injection amount with respect to the performance of the internal combustion engine unfavorable. The second against. By itself, the higher injection quantity of the first injection quantity increases the performance of the internal combustion engine and allows the internal combustion engine to deliver a higher torque to the electric generator of the motor vehicle. Without countermeasure increases - surprisingly for the driver - the speed of the engine, so that the driver would get the impression that there is a defect. In order to compensate for this increase in torque, according to the invention in the second operating state, the ignition timing is adjusted from the first ignition point to a second ignition point, whereby the performance of the internal combustion engine or its torque is preferably reduced substantially to the extent its torque has been increased by increasing the injection quantity is. The result of the second operating state is a torque reserve of the internal combustion engine and the rotational speed of the engine remains largely constant during the transition from the first operating state to the second operating state.

In einem dritten Betriebszustand wird der Verbrennungsmotor mit der zweiten Einspritzmenge und weitgehend dem ersten Zündzeitpunkt betrieben, so dass das Leistungsvermögen bzw. Drehmoment des Verbrennungsmotors im dritten Betriebszustand ggü. dem zweiten Betriebszustand höher ist.In a third operating state, the internal combustion engine with the second injection quantity and to a large extent the first ignition point operated, so that the performance or torque of the internal combustion engine in the third operating state against. the second operating state is higher.

Eine im Fahrzeug vorgesehene Fahrsituations-Erfassungseinrichtung erkennt eine weitgehend unmittelbar bevorstehende besondere Fahrsituation aufgrund des bisherigen Verhaltens des Fahrers beim Steuern des Fahrzeugs und/oder des Fahrzeugs im Voraus und veranlasst, dass die Verbrennungsmaschine vom ersten Betriebszustand in den zweiten Betriebszustand gebracht wird. Mit dem Erkennen einer weitgehend unmittelbar bevorstehenden besonderen Fahrsituation wird erfindungsgemäß also ein Momentenvorhalt des Verbrennungsmotors durch eine Erhöhung der Einspritzmenge herbeigeführt, der der Stabilisierung der Bordnetzspannung dient, wenn diese in Kürze tatsächlich erforderlich wird.A driving situation detecting means provided in the vehicle recognizes a largely imminent particular driving situation due to the driver's previous behavior in controlling the vehicle and / or the vehicle in advance, and causes the internal combustion engine to be brought from the first operating state to the second operating state. With the recognition of a largely imminent particular driving situation, according to the invention, a torque reserve of the internal combustion engine is brought about by an increase in the injection quantity which serves to stabilize the vehicle electrical system voltage if this is actually required in the near future.

Bei bekannten Bordnetzen wird beim Einschalten eines elektrischen Verbrauchers, der das Bordnetz in stärkerem Maße belastet, eine Verzögerung der Belastung des elektrischen Generators herbeigeführt. Dies geschieht, indem der Verbraucher zunächst aus der Fahrzeugbatterie und nachfolgend in zunehmendem Maße von dem Generator gespeist wird. Typischerweise dauert dieser Vorgang, die sog. Load-Response, einige Sekunden. Durch diese Verzögerung werden stärkere Drehzahlschwankungen des Verbrennungsmotors bei Einschalten von Verbrauchern mit hohem Strombedarf vermieden.In known electrical systems, a delay of the load of the electric generator is brought about when switching on an electrical load, which loads the electrical system to a greater extent. This is done by the consumer first from the vehicle battery and subsequently increasingly fed by the generator. Typically, this process, the so-called load response, takes a few seconds. This delay avoids more engine speed fluctuations when power consumers with high power requirements are switched on.

Bei einer bevorzugten Ausführungsform der Erfindung ist vorgesehen, dass auch eine größere elektrische Belastung des Bordnetzes insbesondere im dritten Betriebszustand des Verbrennungsmotors weitgehend ohne Verzögerung an den elektrischen Generator des Fahrzeugs weitergegeben wird. Bei dieser bevorzugten Ausführungsform wird also, insbesondere im dritten Betriebszustand, kein sog, Load-Response-Vorgang vorgenommen.In a preferred embodiment of the invention, it is provided that even a greater electrical load of the vehicle electrical system, in particular in the third operating state of the internal combustion engine, is passed on to the electric generator of the vehicle largely without delay becomes. In this preferred embodiment, therefore, in particular in the third operating state, no so-called load-response process is performed.

Bei einem bevorzugten Ausführungsbeispiel der Erfindung ist vorgesehen, dass die Fahrsituations-Erfassungseinrichtung bei Erkennen der besonderen Fahrsituation veranlasst, dass die Verbrennungsmaschine vom zweiten in den dritten Betriebszustand gebracht wird. Aufgrund des erfindungsgemäßen Momentenvorhalts im zweiten Betriebszustand kann durch die technisch sehr schnell zu realisierende Verstellung des Zündzeitpunkts beim Übergang zum dritten Betriebszustand das vom Verbrennungsmotor vorgehaltene Drehmoment sehr kurzfristig bereitgestellt werden. Der Verbrennungsmotor stirbt nicht ab und er kann das erforderliche Drehmoment an den elektrischen Generator abgegeben. Der elektrische Generator kann eine höhere elektrische Leistung in das Bordnetz einspeisen und die elektrische Spannung wird stabilisiert bzw. bricht trotz einer plötzlich auftretenden höheren Last im Bordnetz nicht ein.In a preferred embodiment of the invention, it is provided that the driving situation detection device, upon detection of the particular driving situation, causes the internal combustion engine to be brought from the second to the third operating state. Due to the torque retention in the second operating state according to the invention, the torque held by the internal combustion engine can be provided very quickly by the technically very quickly realizable adjustment of the ignition timing during the transition to the third operating state. The internal combustion engine does not die off and it can deliver the required torque to the electric generator. The electric generator can feed a higher electrical power into the electrical system and the electrical voltage is stabilized or does not break despite a suddenly occurring higher load in the electrical system.

Bei einer Ausgestaltung der Erfindung ist vorgesehen, dass die Fahrsituations-Erfassungseinrichtung das (tatsächliche) Eintreten der besonderen Fahrsituation daran erkennt, dass die elektrische Spannung des Bordnetzes im Begriff ist einzubrechen. Eine Überwachung der Spannung und ggf. eine Drehmoment steigernde Verstellung des Zündwinkels ist technisch verhältnismäßig einfach und kostengünstig zu realisieren.In one embodiment of the invention, it is provided that the driving situation detection device recognizes the (actual) occurrence of the particular driving situation due to the fact that the electrical voltage of the vehicle electrical system is about to collapse. A monitoring of the voltage and possibly a torque-increasing adjustment of the ignition angle is technically relatively simple and inexpensive to implement.

Bei einer möglichen Ausführungsform der Erfindung ist vorgesehen, dass die Fahrsituations-Erfassungseinrichtung bei Erkennen der weitgehend unmittelbar bevorstehenden besonderen Fahrsituation veranlasst, dass die Verbrennungsmaschine anstelle des Übergangs vom ersten in den zweiten Betriebszustands veranlasst, dass die Verbrennungsmaschine direkt vom ersten in den dritten Betriebszustand gebracht wird. Hierbei handelt es sich zwar nicht um eine bevorzugte aber um eine mögliche Ausführungsform der Erfindung.In one possible embodiment of the invention, it is provided that the driving situation detection device, upon detection of the largely imminent special driving situation, causes the internal combustion engine, instead of the transition from the first to the second operating state, to bring the internal combustion engine directly from the first to the third operating state , This is it Although not a preferred but one possible embodiment of the invention.

Bei einer Ausführungsform der Erfindung ist vorgesehen, dass die Fahrsituations-Erfassungseinrichtung berücksichtigt, wer der aktuelle Fahrer ist und wie sein früheres Verhalten war. Hierdurch kann die Trefferquote für die Voraussage, dass ein Wendevorgang bevorsteht, erhöht werden. Erkennt die Fahrsituations-Erfassungseinrichtung beispielsweise, dass der betreffende Fahrer stets einen Schlenker vor einem Wendevorgang fährt, was nicht von allen Fahrern getan wird, kann dieses Kriterium im erfindungsgemäßen Algorithmus zur Erkennung eines Wendevorgangs höher gewichtet werden.In one embodiment of the invention it is provided that the driving situation detection device takes into account who the current driver is and how his previous behavior was. As a result, the hit rate for the prediction that a turning process is imminent, be increased. If, for example, the driving situation detection device detects that the driver in question is always making a dive before turning, which is not done by all drivers, this criterion can be weighted higher in the inventive algorithm for detecting a turning process.

Erfindungsgemäß ist vorgesehen, dass der erste elektrische Verbraucher eine elektrisch betätigte Lenkung des Kraftfahrzeugs ist und die weitgehend unmittelbar bevorstehende besondere Fahrsituation ein Wendevorgang. Gerade bei einem Wendevorgang ist es für den Fahrer wichtig, dass sich das Verhalten der Lenkung nicht nachteilig verändert bzw. dass sie nicht schwergängig wird. Bei einem Wendevorgang ist der Leistungsbedarf einer elektrischen Lenkung besonders hoch.According to the invention it is provided that the first electrical load is an electrically operated steering of the motor vehicle and the largely imminent special driving situation is a turning process. Especially during a turning process, it is important for the driver that the behavior of the steering does not change adversely or that it is not difficult. In a turning process, the power requirement of an electric steering is particularly high.

Erfindungsgemäß ist vorgesehen, dass die Stellung des Fahr- bzw. Gaspedals von der Fahrsituations-Erfassungseinrichtung erfasst wird, und die Verbrennungsmaschine vom ersten Betriebszustand in den zweiten Betriebszustand gebracht wird, wenn sich das Fahrpedal bzw. Gaspedal weitgehend in seiner Ruhestellung befindet und mindestens eine weitere Fahrsituation eintritt. Auch dies ist charakteristisch für einen bevorstehenden Wendevorgang und liefert ein wichtiges Indiz für einen bevorstehenden Wendevorgang.According to the invention, it is provided that the position of the driving or accelerator pedal is detected by the driving situation detecting device, and the internal combustion engine is brought from the first operating state to the second operating state, when the accelerator pedal or gas pedal is largely in its rest position and at least one more Driving situation occurs. This too is characteristic of an imminent turning process and provides an important indication of an imminent turning process.

Erfindungsgemäß ist vorgesehen, dass die Beschleunigung und die Geschwindigkeit des Fahrzeugs von der Fahrsituations-Erfassungseinrichtung erfasst wird, und die Verbrennungsmaschine vom ersten Betriebszustand in den zweiten Betriebszustand gebracht wird, wenn die Beschleunigung des Fahrzeugs negativ ist und die Geschwindigkeit einen vorbestimmten Schwellenwert unterschreitet. Auch dies ist charakteristisch für einen bevorstehenden Wendevorgang und liefert ein wichtiges Indiz für einen bevorstehenden Wendevorgang.According to the invention, the acceleration and the speed of the vehicle are detected by the driving situation detection device, and the combustion engine is brought from the first operating state into the second operating state, when the acceleration of the vehicle is negative and the speed falls below a predetermined threshold value. This too is characteristic of an imminent turning process and provides an important indication of an imminent turning process.

Bei einer bevorzugten Ausführungsform der Erfindung ist vorgesehen, dass die Fahrsituations-Erfassungseinrichtung überprüft, ob das Fahrzeug einen Schlenker fährt. Das Fahren eines Schlenkers kann einen recht deutlichen Hinweis auf einen bevorstehenden Wendevorgang geben.In a preferred embodiment of the invention it is provided that the driving situation detection device checks whether the vehicle is making a dodge. Driving a dangler can be a pretty clear indication of an impending turn.

Bei einer Ausgestaltung der Erfindung wird der Lenkwinkel der elektrischen Lenkung des Fahrzeugs von der Fahrsituations-Erfassungseinrichtung erfasst. Die Verbrennungsmaschine wird vom ersten Betriebszustand in den zweiten Betriebszustand gebracht, wenn der Absolutwert des Lenkwinkels größer als ein vorbestimmter Schwellenwert ist und mindestens eine weitere Fahrsituation eintritt. Dies kann ein Indiz dafür sein, dass der Fahrer beginnt, einen Schlenker bzw. ein Wendemanöver zu fahren.In one embodiment of the invention, the steering angle of the electric steering of the vehicle is detected by the driving situation detection device. The internal combustion engine is brought from the first operating state to the second operating state when the absolute value of the steering angle is greater than a predetermined threshold and at least one further driving situation occurs. This may be an indication that the driver is starting to make a dodge or turning maneuver.

Bei einer weiteren Ausgestaltung der Erfindung ist vorgesehen, dass der Lenkwinkel der elektrischen Lenkung des Fahrzeugs von der Fahrsituations-Erfassungseinrichtung erfasst und die Verbrennungsmaschine vom ersten Betriebszustand in den zweiten Betriebszustand gebracht wird, wenn der Absolutwert des Lenkwinkels größer als eine vorbestimmte geschwindigkeitsabhängige Lenkschwelle bzw. Lenkwinkelschwelle ist und mindestens eine weitere Fahrsituation eintritt. Fährt der Fahrer keinen Schlenker vor einem Wendevorgang, kann dieses Charakteristikum eines bevorstehenden Wendevorgangs das "Schlenker-Kriterium" ersetzen und die Zuverlässigkeit der Voraussage eines bevorstehenden Wendevorgangs erhöhen.In a further embodiment of the invention, it is provided that the steering angle of the electric steering of the vehicle detected by the driving situation detection device and the combustion engine is brought from the first operating state to the second operating state, when the absolute value of the steering angle greater than a predetermined speed-dependent steering threshold or steering angle threshold is and at least one more driving situation occurs. If the driver drives no dangling before a turning process, this characteristic of a will replace the "dodging criterion" and increase the reliability of the prediction of an imminent turning operation.

Bei einer Weiterbildung der Erfindung ist vorgesehen, dass die Fahrsituations-Erfassungseinrichtung überprüft, ob der Bremsdruck höher als ein vorbestimmter Bremsdruck bzw. ein Toleranzdruck ist und zudem überprüft, ob die Geschwindigkeit kleiner als ein vorbestimmter beschleunigungsabhängiger Geschwindigkeitswert bzw. eine dynamische Wende-Schwelle ist. Hierdurch lässt sich die Zuverlässigkeit der Prädiktion eines Wendevorgangs weiter steigern.In a development of the invention, it is provided that the driving situation detection device checks whether the brake pressure is higher than a predetermined brake pressure or a tolerance pressure and also checks whether the speed is less than a predetermined acceleration-dependent speed value or a dynamic turning threshold. This makes it possible to further increase the reliability of the prediction of a turning process.

Die Erfindung schlägt zudem ein Bordnetz eines Kraftfahrzeugs vor, das eine programmgesteuerte Fahrsituations-Erfassungseinrichtung aufweist, die ein erfindungsgemäßes Verfahren ausführt. Ferner wird eine programmgesteuerte Fahrsituations-Erfassungseinrichtung vorgeschlagen, die ein erfindungsgemäßes Verfahren ausführt oder deren Ausführung veranlasst.The invention also proposes an electrical system of a motor vehicle, which has a program-controlled driving situation detection device, which executes a method according to the invention. Furthermore, a program-controlled driving situation detection device is proposed, which carries out a method according to the invention or causes it to be carried out.

Das erfindungsgemäße Verfahren wird nachfolgend anhand von Ablaufplänen am Beispiel eines Wendevorgangs näher erläutert. Gleiche Bezugszeichen zeigen gleiche oder gleich wirkende Funktionen. Es zeigen:

Fig. 1
die Hauptfunktion 1 bzw. den ersten Teil des erfindungsgemäßen Verfahrens;
Fig. 2
die Hauptfunktion 2 bzw. den zweiten Teil des erfindungsgemäßen Verfahrens;
Fig. 3
die Hauptfunktion 3 bzw. den dritten Teil des erfindungsgemäßen Verfahrens;
Fig. 4
die Unterfunktion "Lenkschwelle" des erfindungsgemäßen Verfahrens; und
Fig. 5
die Unterfunktion "Dynamische Wendeschwelle".
The method according to the invention is explained in more detail below with reference to flowcharts using the example of a turning process. Like reference numerals show the same or equivalent functions. Show it:
Fig. 1
the main function 1 or the first part of the method according to the invention;
Fig. 2
the main function 2 or the second part of the method according to the invention;
Fig. 3
the main function 3 or the third part of the method according to the invention;
Fig. 4
the sub-function "steering threshold" of the method according to the invention; and
Fig. 5
the sub-function "Dynamic reversing threshold".

Der Ausgangspunkt für das nachfolgende Ausführungsbeispiel des erfindungsgemäßen Verfahrens ist der Folgende. Das Kraftfahrzeug ist mit einer elektrischen Lenkung ausgestattet. Die elektrische Lenkung benötigt bei der Durchführung eines Wendemanövers bzw. eines Wendevorgangs eine ausreichend hohe elektrische Spannung, die eventuell selbst von der Kombination aus Batterie und elektrischem Generator des Kraftfahrzeugs, die beide bereits beispielsweise mit weitgehend maximaler Leistung in das Bordnetz einspeisen, nicht aufgebracht werden kann. Dies kann insbesondere im Winter der Fall sein, wenn die elektrische Sitzheizung und/oder weitere Verbraucher mit hoher elektrischer Anschlussleistung eingeschaltet sind. Wird ein Wendemanöver in einer solchen Situation ohne Gegenmaßnahmen eingeleitet, bricht die Spannung im Bordnetz durch die zusätzliche Last der elektrischen Lenkung deutlich ein, weil die Lenkung ein hohes mechanisches Drehmoment beim Wendevorgang bereitstellen muss, und die Lenkung wird schwergängig. Dies ist für den Fahrer, insbesondere bei einem schnell auszuführenden Wendemanöver, sehr unangenehm. Durch das erfindungsgemäße Verfahren wird das unmittelbare Bevorstehen eines Wendemanövers sehr zuverlässig erkannt. Die Spannung im elektrischen Bordnetz wird durch die temporäre Erhöhung der Einspritzmenge und die Bereitstellung des Momentenvorhalts durch eine Aufhebung der Zündwinkelverstellung von kurz vor dem Wendemanöver bis kurz nach dem Wendemanöver stabilisiert.The starting point for the following embodiment of the method according to the invention is the following. The motor vehicle is equipped with an electric steering. When carrying out a turning maneuver or a turning process, the electric steering system requires a sufficiently high electrical voltage, which may not even be able to be applied by the combination of battery and electric generator of the motor vehicle, both of which already feed the vehicle electrical system with largely maximum power, for example , This may be the case, in particular in winter, when the electric seat heating and / or other consumers are switched on with high electrical connection power. If a turning maneuver is initiated in such a situation without countermeasures, the voltage in the electrical system breaks through the additional load of the electric steering clearly because the steering must provide a high mechanical torque during the turning process, and the steering becomes stiff. This is very uncomfortable for the driver, especially in a fast turnaround maneuver. By means of the method according to the invention, the immediate imminence of a turning maneuver is detected very reliably. The voltage in the electrical system is stabilized by the temporary increase of the injection quantity and the provision of the torque reserve by canceling the ignition angle adjustment from shortly before the turning maneuver until shortly after the turning maneuver.

Figur 1 zeigt den ersten Teil 100 (Hauptfunktion 1) des erfindungsgemäßen Verfahrens zur Erkennung, ob das Kraftfahrzeug in Kürze ein FIG. 1 shows the first part 100 (main function 1) of the inventive method for detecting whether the motor vehicle shortly

Wendemanöver vornehmen wird. Im Schritt 101 beginnt das erfindungsgemäße Verfahren. Im Schritt 102 wird verglichen, ob das Fahrzeug eine vorbestimmte Geschwindigkeit x überschreitet. Falls nein, wird der Vergleich erneut ausgeführt. Falls ja, ist das erfindungsgemäße Verfahren zur Erkennung eines bevorstehenden Wendemanövers aktiv, wie im Status 103 dargestellt.Turning maneuver will make. In step 101, the inventive method begins. In step 102, it is compared whether the vehicle exceeds a predetermined speed x. If no, the comparison is carried out again. If so, the inventive method for detecting an upcoming turning maneuver is active, as shown in status 103.

Im Schritt 104 wird verglichen, ob das Fahr- bzw. Gaspedal betätigt ist, d.h. ob der Winkel des Pedals 0 Grad (Ruhestellung) ist. Falls nein, wird im Schritt 105 überprüft, ob die Geschwindigkeit des Fahrzeugs größer als die vorbestimmte Geschwindigkeit x ist. Fall ja, wird der Schritt 104 erneut ausgeführt. Falls nein, beginnt das Verfahren erneut mit dem Schritt 101. Falls der Vergleich im Schritt 104 positiv verläuft, liegt der der Status "Fuß vom Gas" vor, wie im Status 106 angegeben.In step 104, it is compared whether the accelerator pedal is operated, i. whether the angle of the pedal is 0 degrees (rest position). If not, it is checked in step 105 whether the speed of the vehicle is greater than the predetermined speed x. If so, step 104 is executed again. If not, the process begins again with step 101. If the comparison in step 104 is affirmative, the status is "foot off gas" as indicated in state 106.

Im Schritt 107 wird verglichen, ob die Beschleunigung des Fahrzeugs negativ ist (a<0) und ob die Geschwindigkeit kleiner als oder gleich einer vorbestimmten Geschwindigkeit ist (v<= Geschwindigkeitsschwelle). Falls nein, wird im Schritt 108 erneut die Stellung des Gaspedals erfasst. Ist das Gas- bzw. Fahrpedal nicht im Ruhezustand, beginnt das Verfahren ab dem Schritt 101. Ist das Gas- bzw. Fahrpedal nicht ausgelenkt bzw. betätigt, gilt dies als Status 106 und der Vergleich 107 läuft erneut ab. Ist das Ergebnis des Vergleichs 107 "ja", ist der Status des Fahrzeugs "Fahrzeug verzögert" (Status 109).In step 107, it is compared whether the acceleration of the vehicle is negative (a <0) and whether the speed is less than or equal to a predetermined speed (v <= speed threshold). If not, the position of the accelerator pedal is detected again in step 108. If the gas or accelerator pedal is not in the idle state, the method starts from the step 101. If the gas or accelerator pedal is not deflected or actuated, this counts as status 106 and the comparison 107 runs again. If the result of the comparison 107 is "yes", the status of the vehicle is "vehicle delayed" (status 109).

Unter dem nachfolgend verwendeten Begriff "kurvenbereinigter Lenkwinkel" ist folgendes zu verstehen. Bewegt sich das Fahrzeug auf einer geraden Strasse, so ist der Lenkwinkel bzw. die Stellung des Lenkrads 0 Grad, d.h. Geradeausfahrt. Fährt das Fahrzeug in einer Kurve, ist der Lenkwinkel verschieden von 0 Grad. Handelt es sich beispielsweise um eine gleichförmige Linkskurve, ist der Lenkwinkel für die Zeitdauer des Durchfahrens der gleichförmigen Linkskurve beispielsweise - 10 Grad. Um diese Form der Auslenkung des Lenkrads (kein bewusstes Lenken) von einem tatsächlichen Lenkvorgang (bewusster Lenkvorgang) auch im Fall einer Kurvenfahrt unterscheiden zu können, wird erfindungsgemäß ermittelt, wie groß der mittlere Lenkwinkel für einen zurückliegenden kurzen Zeitraum von beispielsweise 3 Sekunden war, und ermittelt, wie groß der Lenkwinkel aktuell ist. Dann wird die Differenz zwischen dem mittleren Lenkwinkel und dem aktuellen Lenkwinkel gebildet. Diese Differenz ist der kurvenbereinigte Lenkwinkel.The term "curve-corrected steering angle" used below means the following. If the vehicle moves on a straight road, the steering angle or the position of the steering wheel is 0 degrees, ie straight ahead. If the vehicle drives in a curve, the steering angle is different from 0 degrees. For example, if it is a uniform left turn, the steering angle is for the duration of the Driving through the uniform left turn, for example - 10 degrees. In order to be able to distinguish this form of deflection of the steering wheel (no conscious steering) from an actual steering operation (conscious steering operation) even in the case of cornering, it is determined according to the invention how large the average steering angle was for a past short period of, for example, 3 seconds, and Determines how big the steering angle is currently. Then, the difference between the average steering angle and the current steering angle is formed. This difference is the curve-corrected steering angle.

Im Schritt 110 wird verglichen, ob der Absolutwert des kurvenbereinigten Lenkwinkels größer als ein Toleranzwert ist, d.h. "Abs (kurvenbereinigter Lenkwinkel)>Toleranz-Wert". Ein Fahrer wird das Lenkrad beim Fahren stets etwas hin und her drehen ohne hierdurch lenken zu wollen.In step 110, it is compared whether the absolute value of the curve-corrected steering angle is greater than a tolerance value, i. "Abs (curve-corrected steering angle)> Tolerance value". A driver will always turn the steering wheel back and forth while driving without wanting to steer.

Falls nein, wird im Schritt 111 überprüft, ob das Gas- bzw. Fahrpedal nicht ausgelenkt und die Geschwindigkeit des Fahrzeugs größer als eine vorbestimmte Minimal-Geschwindigkeit ist. Falls ja, befindet sich das Fahrzeug im Status 109. Falls nein, beginnt das Verfahren erneut mit dem Status 101 "Start". Ist das Ergebnis des Schritts 110 "ja", wird der aktuelle Lenkwinkel y im Status 112 festgehalten und es wird davon ausgegangen, dass der erste Teil eines "Schlenkers" vom Fahrer herbeigeführt worden sein könnte. Nachfolgend geht es mit der in Figur 2 dargestellten Hauptfunktion 2 weiter.If not, it is checked in step 111 whether the accelerator pedal is not deflected and the speed of the vehicle is greater than a predetermined minimum speed. If so, the vehicle is in status 109. If not, the procedure starts again with status 101 "Start". If the result of step 110 is "yes", the current steering angle y is recorded in status 112 and it is assumed that the first part of a "dangling" could have been caused by the driver. Below it goes with the in FIG. 2 shown main function 2 on.

Figur 2 zeigt den zweiten Teil 200 (Hauptfunktion 2) des erfindungsgemäßen Verfahrens. Im zweiten Teil 200 wird in den Schritten 201 bis 211 ermittelt, ob der Fahrer einen "Schlenker" fährt oder nicht, was ggf. ein weiteres Indiz für einen bevorstehenden Wendevorgang ist. Viele - aber nicht alle - Fahrer fahren vor einem Wendevorgang einen Schlenker. FIG. 2 shows the second part 200 (main function 2) of the method according to the invention. In the second part 200 is determined in steps 201 to 211, whether or not the driver is a "dangling", which may be another indication of an imminent turning process. Many - but not all - drivers drive before a turning process a dangling.

Was unter dem Begriff "Schlenker" zu verstehen ist, soll zunächst für den Fall einer geraden Strasse erläutert werden. Folgt der Fahrer dem geraden Straßenverlauf bleibt das Lenkrad weitgehend in seiner Ruhestellung. Bei einer ersten Form des Schlenkers wird zunächst nach rechts deutlich über die Ruhestellung des Lenkrads hinaus und dann nach links deutlich über die Ruhestellung hinaus gelenkt. Hierbei gelangt der Fahrer bei Rechtsverkehr an den rechten Fahrbahnrand und die Front des Fahrzeugs zeigt bereits etwas mehr in die Gegenrichtung als bei der Geradeausfahrt. Bei einer zweiten Form eines Schlenkers lenkt der Fahrer zunächst nach links deutlich über die Ruhestellung des Lenkrads hinaus, dann nach rechts deutlich über die Ruhestellung hinaus.What is meant by the term "dangling" should first be explained in the case of a straight road. If the driver follows the straight road, the steering wheel remains largely in its rest position. In a first form of dangling is first clearly to the right well above the rest position of the steering wheel out and then directed to the left well beyond the rest position. Here, the driver gets to the right side of the road in right-hand traffic and the front of the vehicle already shows something more in the opposite direction than when driving straight ahead. In a second form of dangling, the driver first steers to the left significantly beyond the rest position of the steering wheel, then to the right, clearly beyond the rest position.

Wird ein Schlenker gefahren, wenn sich das Fahrzeug beispielsweise auf einer Linkskurve bewegt, bewegt sich die Fahrbahn sozusagen unter dem Fahrzeug nach links - im Unterschied zu einer geraden Strasse. Während der normalen Kurvenfahrt ist das Lenkrad entsprechend der Krümmung der Kurve ggü. der 0-Lage verdreht, d.h. der Lenkwinkel ist bei einer Linkskurve kleiner als 0 Grad und bei einer Rechtskurve größer als 0 Grad.If a dangler is driven, for example, when the vehicle is moving on a left turn, the roadway moves under the vehicle to the left, as it were - in contrast to a straight road. During normal cornering the steering wheel is in accordance with the curvature of the curve against. the 0-layer is twisted, i. the steering angle is less than 0 degrees for a left turn and greater than 0 degrees for a right turn.

Um auch bei einer Kurvenfahrt einen Schlenker erkennen zu können, wird im Schritt 201 überprüft, ob der Lenkwinkel y größer als 0 Grad ist. Falls nein, gilt Lenkwinkel Gegenseite = Lenkwinkel + (2 * Toleranzwert), d.h. der Status 202. Falls ja, gilt Lenkwinkel Gegenseite = Lenkwinkel - (2 * Toleranzwert), d.h. der Status 203. In beiden Fällen gilt der "Status = Lenken erkannt" 204.In order to be able to recognize a dangling even when cornering, it is checked in step 201 whether the steering angle y is greater than 0 degrees. If no, steering angle is opposite side = steering angle + (2 * tolerance value), i. the status is 202. If yes, steering angle is opposite side = steering angle - (2 * tolerance value), i. the status 203. In both cases, the "status = steering detected" 204 applies.

Im Schritt 205 wird erneut überprüft, ob das Fahrpedal nicht ausgelenkt ist und ob die Geschwindigkeit größer als die vorbestimmte Minimal-Geschwindigkeit ist. Falls nein, beginnt das erfindungsgemäße Verfahren erneut mit "Start", d.h. mit Status 101.In step 205, it is checked again whether the accelerator pedal is not deflected and whether the speed is greater than the predetermined minimum speed. If not, the inventive method starts again with "Start", ie with status 101.

Falls ja, wird im Schritt 206 überprüft, ob der aktuelle Lenkwinkel y kleiner als der "Lenkwinkel Gegenseite" (vgl. Status 202 und 203) ist. Falls nein, wird im Schritt 207 überprüft, ob der Lenkwinkel Gegenseite kleiner als oder gleich dem aktuellen Lenkwinkel ist. Falls ja, gilt dies als Schlenker, wie im Status 211 "Schlenker erkannt" angegeben.If yes, it is checked in step 206 whether the current steering angle y is smaller than the "steering angle opposite side" (compare statuses 202 and 203). If not, it is checked in step 207 whether the steering angle opposite side is less than or equal to the current steering angle. If so, this is considered dangling, as indicated in status 211 "dangling detected".

Falls ja, wird im Schritt 208 überprüft, ob der "Lenkwinkel Gegenseite" größer als oder gleich dem aktuellen Lenkwinkel ist. Falls ja, gilt dies als Schlenker, wie im Status 211 angegeben. Ist das Ergebnis des Vergleichs im Schritt 207 oder 208 "Nein" wird die Unterfunktion "Lenkschwelle" 209 im Rahmen des erfindungsgemäßen Verfahrens durchschritten.If yes, it is checked in step 208 whether the "steering angle opposite side" is greater than or equal to the current steering angle. If so, this is considered dangling as indicated in status 211. If the result of the comparison in step 207 or 208 is "no", the sub-function "steering threshold" 209 is crossed in the context of the method according to the invention.

Figur 4 zeigt die Unterfunktion "Lenkschwelle" 400 des erfindungsgemäßen Verfahrens bei der eine geschwindigkeitsabhängige und damit dynamische Lenkschwelle für die weiteren Verfahrensschritte vorgegeben wird. Im Schritt 401 wird überprüft, ob die über einen bestimmten Zeitraum gemittelte Geschwindigkeit des Fahrzeugs kleiner als 8 km/h ist. Der Zeitraum kann beispielsweise zwischen 3 und 10 Sekunden betragen. Falls ja, wird die dynamische Lenkschwelle mit 450 Grad (Status 402) festgesetzt. Beim Geradeauslauf des Fahrzeugs, d.h. bei einem nicht aus dieser Position ausgelenkten Lenkrad beträgt der Winkel 0 bzw. 360 Grad. Falls nein, wird im Schritt 403 überprüft, ob die mittlere Geschwindigkeit des Fahrzeugs kleiner als 15 km/h ist, d.h. in Kombination mit dem Schritt 401, ob die mittlere Geschwindigkeit zwischen 8 km/h und 15 km/h liegt. Falls ja, wird die dynamische Lenkschwelle mit 300 Grad festgesetzt (Status 404). Falls nein, d.h. ist die Geschwindigkeit größer als 15 km/h, wird die dynamische Lenkschwelle mit 200 Grad festgesetzt. FIG. 4 shows the sub-function "steering threshold" 400 of the method according to the invention in which a speed-dependent and thus dynamic steering threshold for the further process steps is specified. In step 401, it is checked whether the speed of the vehicle averaged over a certain period of time is less than 8 km / h. The period may be, for example, between 3 and 10 seconds. If so, the dynamic steering threshold is set at 450 degrees (status 402). When straight ahead of the vehicle, ie at a not deflected from this position steering wheel angle is 0 or 360 degrees. If not, it is checked in step 403 whether the average speed of the vehicle is less than 15 km / h, that is, in combination with step 401, if the average speed is between 8 km / h and 15 km / h. If so, the dynamic steering threshold is set at 300 degrees (status 404). If no, ie if the speed is greater than 15 km / h, the dynamic steering threshold is set at 200 degrees.

Im Schritt 210 wird überprüft, ob der Absolutwert des aktuellen Lenkwinkels größer als die dynamische Lenkschwelle für die aktuelle Fahrzeuggeschwindigkeit ist. Falls nein, beginnt das Verfahren erneut mit dem Status 204, d.h. "Lenken erkannt". Falls ja, wird das erfindungsgemäße Verfahren mit der Hauptfunktion 3 in Figur 3 fortgesetzt.In step 210, it is checked whether the absolute value of the current steering angle is greater than the dynamic steering threshold for the current vehicle speed. If not, the procedure starts again with the status 204, ie "steering detected". If so, the method according to the invention with the main function 3 in FIG FIG. 3 continued.

Gilt ein Schlenker als erkannt (Schritt 211) wird im Schritt 212 erneut überprüft, ob das Fahr- bzw. Gaspedal nicht betätigt ist (Winkel = 0 Grad) und ob die Geschwindigkeit größer als die vorbestimmte Minimal-Geschwindigkeit ist. Falls nein, beginnt das erfindungsgemäße Verfahren erneut mit "Start", d.h. ab dem Status 101. Falls ja, wird im Schritt 213 überprüft, ob der Absolutwert des aktuellen Lenkwinkels größer als die dynamische Lenkwinkelschwelle ist. Falls nein, wird der Vergleich im Schritt 212 wiederholt. Falls ja, liegt der Status "Gegenlenken erkannt" 301 vor und das Verfahren wird mit der in Figur 3 dargestellten Hauptfunktion 3 fortgesetzt.If a dodge is detected (step 211), it is checked again in step 212 whether the accelerator pedal is not actuated (angle = 0 degrees) and whether the speed is greater than the predetermined minimum speed. If not, the inventive method starts again with "Start", ie from the status 101. If yes, it is checked in step 213 whether the absolute value of the current steering angle is greater than the dynamic steering angle threshold. If not, the comparison in step 212 is repeated. If so, the status "countersteering detected" 301 is present and the procedure is repeated with the in FIG. 3 shown main function 3 continued.

Im dritten Teil des erfindungsgemäßen Verfahrens, der in Figur 3 dargestellt ist, wird nun im Schritt 302 wiederum überprüft, ob das Gas- bzw. Fahrpedal nicht betätigt ist und ob die Geschwindigkeit des Fahrzeugs größer als die vorbestimmte Minimal-Geschwindigkeit ist. Falls nein, beginnt das Verfahren erneut mit "Start", d.h. ab Schritt 101. Falls ja, wird die in Figur 5 dargestellte Unterfunktion "Dynamische Wendeschwelle" 501 durchlaufen.In the third part of the process according to the invention, which in FIG. 3 is shown, it is now checked again in step 302, whether the gas or accelerator pedal is not actuated and whether the speed of the vehicle is greater than the predetermined minimum speed. If not, the procedure starts again with "Start", ie from step 101. If yes, the in FIG. 5 go through subfunction "dynamic reversing threshold" 501.

Bei der in Figur 5 dargestellten Unterfunktion "Dynamische Wendeschwelle" 501 wird im Schritt 502 überprüft, ob die über die letzten Sekunden gemittelte negative Beschleunigung des Fahrzeugs zwischen 0 m/s2 und - 2 m/s2 ist. Falls ja, wird die dynamische Wendeschwelle im Schritt 503 mit dem Wert 6 km/h festgelegt. Falls nein, wird im Schritt 504 überprüft, ob die negative Beschleunigung zwischen - 2 m/s2 und - 4m/s2 ist. Falls ja, wird die dynamische Wendeschwelle im Schritt 505 auf den Wert: Absolutwert der Beschleunigung mal Faktor 3,6 festgesetzt. Das Ergebnis ist ein Geschwindigkeitswert. Falls nein, wird die dynamische Wendeschwelle im Schritt 506 auf den Wert 15 km/h festgesetzt.At the in FIG. 5 In step 502, it is checked whether the negative acceleration of the vehicle averaged over the last seconds is between 0 m / s 2 and-2 m / s 2 . If so, the dynamic reversing threshold is set at 6 km / h in step 503. If not, it is checked in step 504 whether the negative acceleration between - 2 m / s 2 and - 4m / s 2. If yes, the dynamic reversing threshold is set at step 505 to the value: absolute value of acceleration times factor 3.6. The result is a speed value. If not, the dynamic reversing threshold is set to 15 km / h in step 506.

Nach dem Schritt 501 wird in dem in Figur 3 dargestellten Schritt 303 überprüft, ob der Bremsdruck höher als ein vorbestimmter Toleranz-Bremsdruck ist. Zudem wird überprüft, ob die aktuelle Geschwindigkeit des Fahrzeugs v kleiner als die bei der Unterfunktion "dynamische Wendeschwelle" festgesetzte dynamische Wendeschwelle ist. Falls nein, beginnt das erfindungsgemäße Verfahren erneut mit dem Schritt 301 in Figur 3.After step 501, in the FIG. 3 Step 303 checks whether the brake pressure is higher than a predetermined tolerance brake pressure. In addition, it is checked whether the current speed of the vehicle v is smaller than the dynamic turning threshold set in the sub-function "dynamic turning threshold". If not, the method according to the invention starts again with step 301 in FIG FIG. 3 ,

Falls ja, gilt im Schritt 304 der "Status bevorstehendes Wenden erkannt". Mit dem Schritt 304 wird durch Einflussnahme auf das Motor-Steuergerät des Verbrennungsmotors des Kraftfahrzeugs die Einspritzmenge erhöht und der Zündzeitpunkt derart verändert, dass die an sich mit der Erhöhung der Einspritzmenge einhergehende Drehmomentsteigerung kompensiert wird, d.h. es ergibt sich ein Momentenvorhalt, der durch eine Rückstellung des Zündzeitpunkts auf den ursprünglichen Zeitpunkt kurzfristig herbeigeführt werden kann. Dies geschieht mit dem Erkennen des tatsächlichen Wendemanövers, was sich insbesondere durch eine signifikante Zunahme der elektrischen Last bzw. einen sich anbahnenden Spannungseinbruch im Bordnetz durch die betätigte elektrische Lenkung ausdrückt. Nachdem der Wendevorgang abgeschlossen oder voraussichtlich abgeschlossen worden ist, wird der Verbrennungsmotor in einem Betriebszustand ohne Momentenvorhalt betrieben. Die Beendigung des Wendevorgangs kann beispielsweise von der Fahrsituations-Erfassungseinrichtung überwacht und erkannt werden. Ein Kriterium kann beispielsweise sein, dass der Fahrer bereits wieder eine Zeit lang geradeaus fährt oder dass das Fahrzeug eine vorbestimmte Geschwindigkeit erreicht hat. Ebenso kann vorgesehen sein, dass der Wendevorgang nach einer vorbestimmten Zeit nach dem Schritt 304 als abgeschlossen gilt.If so, then in step 304 the "status pending reversal detected" applies. By step 304, the injection quantity is increased by influencing the engine control unit of the internal combustion engine of the motor vehicle and the ignition changed such that the per se associated with the increase of the injection quantity torque increase is compensated, ie there is a torque Vorvor, by a provision the ignition timing can be brought to the original time in the short term. This is done with the detection of the actual turning maneuver, which is expressed in particular by a significant increase in the electrical load or an impending voltage dip in the electrical system by the actuated electric steering. After the turning process has been completed or expected to be completed, the internal combustion engine is operated in an operating state without torque reserve. The completion of the turning operation can be monitored and recognized, for example, by the driving situation detection device. A criterion may be, for example, that the driver is already driving straight ahead for a while or that the vehicle has reached a predetermined speed. Likewise, it can be provided that the turning process after a predetermined time after the step 304 is considered completed.

Es versteht sich, dass die Erfindung auch in einer verschlechterten Ausführungsform ausgeführt werden kann, bei der der Momentenvorhalt bereits früher im Verlauf des erfindungsgemäßen Verfahrens herbeigeführt wird. Ggf. steigt dann aber das Risiko eines "Fehlalarms", d.h. der Momentenvorhalt und die damit einhergehende verbrauchsungünstigere Erhöhung der Einspritzmenge erfolgt dann mitunter ohne tatsächlichen späteren Bedarf.It is understood that the invention can also be carried out in a worsened embodiment, in which the torque reserve is brought about earlier in the course of the inventive method. Possibly. but then increases the risk of a "false alarm", i. the torque reserve and the concomitant increase in fuel consumption, which is associated with lower fuel consumption, then takes place sometimes without actual later demand.

Claims (10)

  1. A method for reducing the energy consumption of a motor vehicle having an internal combustion engine and at least one vehicle electrical system to which at least a first electrical consumer is connected, wherein
    - in a first operating mode, the internal combustion engine is operated with a first injected fuel quantity and with a first ignition timing,
    - in a second operating mode, the internal combustion engine is operated with a second injected fuel quantity which is greater than the first injected fuel quantity and with a second ignition timing, the second ignition timing being less favourable than the first ignition timing in respect of the performance capability of the internal combustion engine with the second injected fuel quantity,
    - in a third operating mode, the internal combustion engine is operated with the second injected fuel quantity and substantially with the first ignition timing, so that the performance capability of the internal combustion engine in the third operating mode is higher than in the second operating mode, characterised in that
    - a driving situation detection device provided in the vehicle detects in advance a particular imminent driving situation (304) based on the previous behaviour of the driver (102, 104, 105, 107, 108, 110, 111, 201, 205, 206, 210, 212, 213, 302, 303, 401, 403) in controlling the vehicle and/or of the vehicle and causes the internal combustion engine to be brought out of the first operating mode into the second operating mode, and
    - the first electrical consumer is an electrically actuated steering system of the motor vehicle and the particular imminent driving situation (304) is a turning procedure, the position of the accelerator or throttle being detected by the driving situation detection device to determine a turning procedure, and the internal combustion engine is brought out of the first operating mode into the second operating mode if the accelerator or throttle is substantially in its idle position (104, 108, 111, 205, 212, 302), if the acceleration of the vehicle is negative and if the speed falls below a predetermined threshold value.
  2. A method according to claim 1, characterised in that when the driving situation detection device detects the particular driving situation, it causes the internal combustion engine to be brought out of the second operating mode into the third operating mode, and the driving situation detection device detects the occurrence of the particular driving situation from the fact that the electrical voltage of the vehicle electrical system is about to drop.
  3. A method according to either of the preceding claims, characterised in that a greater electrical loading of the vehicle electrical system, more especially in the third operating mode of the internal combustion engine is also transmitted substantially without delay to the electrical generator of the vehicle.
  4. A method according to claim 1, characterised in that when the driving situation detection device detects the particular imminent driving situation, it causes the internal combustion engine to be brought directly out of the first operating mode into the third operating mode instead of being brought out of the first operating mode into the second operating mode.
  5. A method according to claim 1, characterised in that the driving situation detection device considers who the current driver is and the nature of his earlier behaviour, the current driver being recognised particularly on the basis of the vehicle key which he is using.
  6. A method according to any one of the preceding claims, characterised in that the steering angle of the electrical steering system of the vehicle is detected by the driving situation detection device, and the internal combustion engine is brought out of the first operating mode into the second operating mode if the absolute value of the steering angle is greater than a predetermined threshold value (110).
  7. A method according to any one of the preceding claims, characterised in that the steering angle of the electrical steering system of the vehicle is detected by the driving situation detection device, and the internal combustion engine is brought out of the first operating mode into the second operating mode if the absolute value of the steering angle is greater than a predetermined speed-dependent steering threshold or steering angle threshold (210, 213).
  8. A method according to any one of the preceding claims, characterised in that the driving situation detection device checks whether the brake pressure is greater than a predetermined brake pressure or a tolerance pressure and also checks whether the speed is lower than a predetermined acceleration-dependent speed value (303, 502, 503, 504, 505).
  9. An electrical system of a motor vehicle, characterised in that the vehicle electrical system has a program-controlled driving situation detection device which implements a method according to any one of the preceding claims.
  10. A program-controlled driving situation detection device, characterised in that the driving situation detection device implements a method according to any one of the preceding claims or initiates the implementation thereof.
EP06818925.7A 2006-11-30 2006-11-30 Method and vehicle electric system for a motor vehicle with a pre-emptive temporary torque restriction of the internal combustion engine Active EP2097631B1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2006/011484 WO2008064701A1 (en) 2006-11-30 2006-11-30 Method and vehicle electric system for a motor vehicle with a pre-emptive temporary torque restriction of the internal combustion engine

Publications (2)

Publication Number Publication Date
EP2097631A1 EP2097631A1 (en) 2009-09-09
EP2097631B1 true EP2097631B1 (en) 2016-02-24

Family

ID=38336837

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06818925.7A Active EP2097631B1 (en) 2006-11-30 2006-11-30 Method and vehicle electric system for a motor vehicle with a pre-emptive temporary torque restriction of the internal combustion engine

Country Status (5)

Country Link
US (1) US8255141B2 (en)
EP (1) EP2097631B1 (en)
CN (1) CN101627197B (en)
ES (1) ES2565033T3 (en)
WO (1) WO2008064701A1 (en)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008064702A1 (en) * 2006-11-30 2008-06-05 Bayerische Motoren Werke Aktiengesellschaft Method and vehicle electric system for a motor vehicle with a pre-emptive temporary load reduction of the vehicle electric system
DE102011008984A1 (en) * 2011-01-20 2012-07-26 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Method for setting idling speed of combustion engine of motor car, involves checking whether voltage drop of battery exceeds predetermined threshold, and reducing rotational torque reserve according to predetermined time span

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3357159B2 (en) * 1993-08-10 2002-12-16 三菱自動車工業株式会社 Vehicle driving operation state estimating method and vehicle driving characteristic control method
DE10216184B4 (en) * 2001-04-19 2014-09-11 Volkswagen Ag Monitoring unit for an electrical power unit
DE10156665A1 (en) * 2001-11-17 2002-09-19 Bayerische Motoren Werke Ag Electronic control of a spark-ignited internal combustion engine comprises an electronic spark control system and a momentum reserve which in selected operating points is activated on identification of a knocking combustion
DE10252292A1 (en) * 2002-11-11 2004-06-09 Siemens Ag Method for controlling the energy distribution in a means of transport and means of transport that implements this method
DE102004003019A1 (en) * 2003-01-21 2004-08-05 Continental Teves Ag & Co. Ohg Warning and correction of parameters of a road vehicle braking system provides for safe operation
JP4488238B2 (en) * 2006-03-28 2010-06-23 株式会社デンソー Fuel pump drive control device
DE102006051832B4 (en) * 2006-11-03 2022-01-05 Volkswagen Ag Method and device for torque control of a hybrid motor vehicle after a starting process
JP4973277B2 (en) * 2007-03-28 2012-07-11 トヨタ自動車株式会社 Electric oil pump control device for vehicle
DE102007040905A1 (en) * 2007-08-30 2009-03-05 Bayerische Motoren Werke Aktiengesellschaft Method and vehicle electrical system of a motor vehicle with predictive temporary torque reserve of the internal combustion engine
JP5169196B2 (en) * 2007-12-14 2013-03-27 トヨタ自動車株式会社 Control device for vehicle power transmission device
JP2009149120A (en) * 2007-12-18 2009-07-09 Toyota Motor Corp Controller for power transmission apparatus for vehicle

Also Published As

Publication number Publication date
US20090292450A1 (en) 2009-11-26
ES2565033T3 (en) 2016-03-30
WO2008064701A1 (en) 2008-06-05
CN101627197A (en) 2010-01-13
US8255141B2 (en) 2012-08-28
EP2097631A1 (en) 2009-09-09
CN101627197B (en) 2013-02-13

Similar Documents

Publication Publication Date Title
DE102006012515B4 (en) Motor vehicle with hybrid drive
EP2686216B1 (en) Method for operating a hybrid vehicle
WO2009129890A1 (en) Method and device for determining a correcting steering torque
DE102011006199B4 (en) Leerlaufabschaltsteuereinrichtung
DE102005040783A1 (en) Method for controlling a vehicle drive unit
EP2097296B1 (en) Method for a motor vehicle with a pre-emptive temporary load reduction of the vehicle electric system
DE102008056972B4 (en) Method for prematurely initiating a start of an internal combustion engine in a vehicle with hybrid drive
EP2069161B1 (en) Method and on-board vehicle power system for predictively increasing the on-board vehicle power system voltage
EP2094533B1 (en) Method and vehicle electric system for a motor vehicle with a pre-emptive temporary increase in the idling speed of the internal combustion engine
WO2010007065A1 (en) Method and device for operating a hybrid drive of a vehicle
EP2097631B1 (en) Method and vehicle electric system for a motor vehicle with a pre-emptive temporary torque restriction of the internal combustion engine
DE10163208C1 (en) Regulating hybrid vehicle drive torque following load change, involves applying drive torque via electric motor(s) of hybrid vehicle if braking slip occurs in drive wheels as result of load change
DE102007013253B4 (en) Method and device for operating a drive unit
WO2012034818A2 (en) Method and device for operating a generator in a recuperation system of a motor vehicle
DE102006013676A1 (en) Motor vehicle has a drive unit for generating drive moments, electronic drive input standard for generation of electronic drive input signals and electronic control system for generation of load signals for control of the drive unit
DE102010061141A1 (en) Automatic stop / restart control device for a vehicle-mounted combustion engine
EP2181261B1 (en) Method and vehicle electric system with anticipated temporary lead torque for the internal combustion engine
DE102007040906B4 (en) Process, vehicle electrical system and program-controlled driving situation detection device for predictive increase in vehicle electrical system voltage
EP1152914B1 (en) Method and control unit for influencing the propulsion of a motor vehicle that is driven by a driving motor
WO2020249397A1 (en) Method for limiting a load current
DE102016202059A1 (en) Method for operating an electric drive of a vehicle and vehicle with an electric drive
EP2222511A1 (en) Method and control unit for actuating personal means of protection for a vehicle
DE102007040907B4 (en) Method, electrical system and program-controlled driving situation detection device of a motor vehicle with anticipatory temporary relief of the electrical system
DE102010045005A1 (en) Method for braking vehicle by electrically and mechanically acting brake, involves actuating electrically-acting brake by actuation of brake pedal within brake pedal idle path
EP2033876A1 (en) Power assisted steering system

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20090422

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC NL PL PT RO SE SI SK TR

17Q First examination report despatched

Effective date: 20091211

DAX Request for extension of the european patent (deleted)
RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: BAYERISCHE MOTOREN WERKE AKTIENGESELLSCHAFT

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

INTG Intention to grant announced

Effective date: 20150929

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC NL PL PT RO SE SI SK TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: AT

Ref legal event code: REF

Ref document number: 776875

Country of ref document: AT

Kind code of ref document: T

Effective date: 20160315

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

Free format text: LANGUAGE OF EP DOCUMENT: GERMAN

REG Reference to a national code

Ref country code: ES

Ref legal event code: FG2A

Ref document number: 2565033

Country of ref document: ES

Kind code of ref document: T3

Effective date: 20160330

REG Reference to a national code

Ref country code: DE

Ref legal event code: R096

Ref document number: 502006014774

Country of ref document: DE

REG Reference to a national code

Ref country code: SE

Ref legal event code: TRGR

REG Reference to a national code

Ref country code: LT

Ref legal event code: MG4D

REG Reference to a national code

Ref country code: NL

Ref legal event code: MP

Effective date: 20160224

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160525

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160224

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160224

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160624

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160224

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160224

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160224

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160224

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160224

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 11

REG Reference to a national code

Ref country code: DE

Ref legal event code: R097

Ref document number: 502006014774

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160224

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160224

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

26N No opposition filed

Effective date: 20161125

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160524

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160224

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20161130

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20161130

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20161130

REG Reference to a national code

Ref country code: IE

Ref legal event code: MM4A

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20161130

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 12

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20161130

REG Reference to a national code

Ref country code: AT

Ref legal event code: MM01

Ref document number: 776875

Country of ref document: AT

Kind code of ref document: T

Effective date: 20161130

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20161130

REG Reference to a national code

Ref country code: BE

Ref legal event code: MM

Effective date: 20161130

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT; INVALID AB INITIO

Effective date: 20061130

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160224

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160224

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160224

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20160224

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230502

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: GB

Payment date: 20231123

Year of fee payment: 18

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: ES

Payment date: 20231215

Year of fee payment: 18

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: SE

Payment date: 20231123

Year of fee payment: 18

Ref country code: IT

Payment date: 20231130

Year of fee payment: 18

Ref country code: FR

Payment date: 20231124

Year of fee payment: 18

Ref country code: DE

Payment date: 20231113

Year of fee payment: 18

Ref country code: CZ

Payment date: 20231120

Year of fee payment: 18