EP2451688A1 - Vorrichtung zur erzeugung einer zusätzlichen rückstellkraft am gaspedal und verfahren zu deren betrieb - Google Patents
Vorrichtung zur erzeugung einer zusätzlichen rückstellkraft am gaspedal und verfahren zu deren betriebInfo
- Publication number
- EP2451688A1 EP2451688A1 EP10728710A EP10728710A EP2451688A1 EP 2451688 A1 EP2451688 A1 EP 2451688A1 EP 10728710 A EP10728710 A EP 10728710A EP 10728710 A EP10728710 A EP 10728710A EP 2451688 A1 EP2451688 A1 EP 2451688A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- accelerator pedal
- restoring force
- additional restoring
- drive
- force
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
- G05G5/00—Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member
- G05G5/03—Means for enhancing the operator's awareness of arrival of the controlling member at a command or datum position; Providing feel, e.g. means for creating a counterforce
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
- B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
- B60K26/021—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements with means for providing feel, e.g. by changing pedal force characteristics
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
- B60W50/08—Interaction between the driver and the control system
- B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
- B60W50/16—Tactile feedback to the driver, e.g. vibration or force feedback to the driver on the steering wheel or the accelerator pedal
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
- G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
- G05G1/30—Controlling members actuated by foot
- G05G1/38—Controlling members actuated by foot comprising means to continuously detect pedal position
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/20—Control lever and linkage systems
- Y10T74/20528—Foot operated
- Y10T74/20534—Accelerator
Definitions
- the invention relates to a device for generating an additional restoring force on the accelerator pedal for motor vehicles, wherein a brought about by a corresponding actuation force change in position of the accelerator pedal against its initial position against a restoring force to increase the driving force of the drive motor and with decreasing actuation force a restoring force the accelerator pedal in the direction of his Starting position returned and wherein an actuator is provided which applies an acting in the return direction of the accelerator pedal additional restoring force.
- the present invention relates to a method for their operation.
- ECO pedal calculates a target corridor for accelerator pedal position, which is limited by a maximum accelerator pedal position. If the vehicle driver is in the said target corridor during an acceleration process or during a constant speed journey, only a warning light in a display instrument illuminates green. When the driver approaches an upper threshold, the indicator light starts to flash and an additional restoring force on the accelerator pedal indicates that it is leaving the efficient area. If the driver therefore reduces the accelerator pedal position, the additional restoring force disappears.
- the accelerator pedal which is composed of the normal passive operating force of the pedal and the additional restoring force when the threshold value is reached.
- the threshold value is calculated from the consumption and efficiency of the drive train. An adaptation of the shift strategy is not provided in the prior art ECO pedal, however. In addition, only a target corridor is specified, which is calculated according to minimum specific consumption and does not sufficiently take into account the dynamics of the acceleration. An interaction with other road users does not take place. It has been found that the known methods do not meet a number of practical demands. It is therefore an object of the present invention to provide a method and a device that achieve a higher energy saving of the drive motor.
- the size of the additional restoring force is configured on the accelerator pedal such that the accelerator pedal assumes a position that shifts the operating point of the drive motor in a region with higher efficiency. It takes into account the possibility that a trend that passes quickly through areas of higher, more specific consumption into the area of very low consumption, is in total energy-saving.
- an advantageous development provides that the size of the additional restoring force is set to the accelerator pedal in dependence on the driving situation and the traffic situation of the motor vehicle.
- a negative, additional restoring force on the accelerator pedal causes the driver to exercise an actuating force in the direction of increasing the driving force of the drive motor.
- a basic idea of the invention is that the driving situation of the motor vehicle is subdivided into at least one of an acceleration drive, a constant drive and a deceleration drive. It is provided that the size of the additional restoring force is configured on the accelerator pedal during an acceleration ride such that the accelerator pedal assumes an optimal position, wherein this optimum position of the accelerator pedal is determined as a function of the efficiency of the drive motor and preferably with the aid of predetermined characteristic maps. During a deceleration travel, the magnitude of the additional restoring force on the accelerator pedal is made such that the accelerator pedal assumes an unactuated position. To initiate the deceleration travel a Ausrollweg is calculated in front of a stationary or moving in the direction of travel of the motor vehicle obstacle and compared with a predetermined rolling curve of the motor vehicle.
- the driving situation is determined on the one hand on the basis of dynamic variables such as driving speed, longitudinal acceleration, lateral acceleration and yaw moment and on the other hand based on in-vehicle variables such as engine control parameters and transmission control parameters.
- the traffic situation is determined by an environment sensor for detecting the road, the route, the traffic signs and / or the stationary or moving obstacles or road users.
- the traffic situation is determined with the aid of an electronically stored road map in conjunction with a satellite-supported position determination.
- mobile radio-based or car-to-car communication-based systems for determining the traffic situation could be used here as a supplement or as an alternative. It is essential to the invention that, depending on the traffic situation, an acceleration drive, a constant drive or a deceleration drive is detected and the additional restoring force on the accelerator pedal is designed such that the motor vehicle is guided in an energy-efficient manner. A further measure for the energy-efficient operation of the motor vehicle is achieved by proposing to the driver of the gear to be selected a manual transmission during an acceleration drive, a constant travel and a deceleration drive.
- Said object is also achieved by a device, wherein means are provided which make the size of the additional restoring force on the accelerator pedal such that the accelerator pedal assumes a position which shifts the operating point of the drive motor in a region with higher efficiency.
- the means detect an acceleration drive, a constant drive or a deceleration drive and design the additional restoring force (F) on the accelerator pedal such that the motor vehicle is guided in an energy-efficient manner.
- the means are designed as regulators
- the first controller outputs an optimal accelerator pedal position during acceleration corresponding additional restoring force (F) on the accelerator pedal
- third controller outputs an additional restoring force (F) to the accelerator pedal for deceleration of the motor vehicle, so that the accelerator pedal assumes an unactuated position, and -
- fourth controller an additional restoring force
- a higher-level control unit which activates or deactivates one or more controllers on the basis of the driving situation and / or the traffic situation.
- An environment sensor system which provides the superordinated control unit with information about the lane, the routing, the traffic signs and / or the stationary or moving obstacles or traffic participants.
- Fig.l is a schematic representation of a pedal system and a device for generating an additional restoring force
- FIG. 4 shows a time-distance diagram for calculating a Ausrollweges
- FIG. 5 is a diagram showing one with a shown velocity. the distance driven the cumulative consumption in a traffic situation with a temporary speed limit
- FIG. 5 corresponding diagram in a traffic situation "Stop & Go"
- FIG. 7 shows a diagram corresponding to FIG. 6 in the traffic situation "stop & go” with a shorter total distance traveled than in FIG. 6.
- the pedal system essentially comprises a pedal lever 11 for implementing the driver's request in the speed of the motor vehicle.
- An electric motor 4 in particular a torque motor as a further component of the force restoring device can exert a restoring force on the pedal lever 11 or on the accelerator pedal 1 in the direction of a speed reduction in the energized state.
- a drive pulley 6 is rotatably arranged, which can exert the restoring force on the pedal lever 1 and on the accelerator pedal 1 by means of a drive roller 7.
- a control unit 10 for controlling the electric motor 4 is also integrated in the housing 3.
- Fig. 2 shows a pedal system with a pedal lever 1 in its zero position PN. That is, the foot of the driver on the pedal lever 1 exerts no force in the direction of increasing speed and the drive motor of the motor vehicle rotates at the idle speed.
- the pedal lever 1 is pivotable about the pivot point P, from a zero position PN to the end position PE, which translates into engine speed, from idle to full throttle.
- a leg spring is arranged as a pedal return spring 2 such that it presses the pedal lever 1 in its zero position PN.
- a linear acting spring as a pedal lever return spring 2 in particular outside the pivot point P would be conceivable.
- the electric motor 4 is pivotable about its pivot point M, from its end position ME to its zero position MN.
- the pivot points P and M of the pedal lever 1 and the electric motor 4 are locally separated. But it would be quite possible a pedal system in which the two pivot points P and M coincide.
- a motor return spring 8 is arranged such that the drive pulley 6 of the electric motor 4 by means of the drive roller 7, the pedal lever 1 also pushes in the direction of its zero position PN, especially if the electric motor 4 is not energized.
- the angle range, which is determined by the respective zero position MN, PN and end position ME, PE of the springs 2, 8, is greater in the motor return spring 8 both with respect to the zero position MN and with respect to the end position ME than in the case of the pedal return spring 2 in that the drive pulley 6 rests on the pedal lever 1 via the drive pulley 7 at all times. That is, the motor return spring 8 is always biased at least in the de-energized state of the electric motor 4.
- both the pedal lever 1 and the electric motor 4 each to be detected by a corresponding sensor, for example by a Hall sensor.
- corresponding sensors are not shown in Figs. 1 and 2.
- the method described below is based on two fundamental ideas:
- the first idea is to divide the travel movement of a motor vehicle into several driving situations and to recommend an accelerator pedal position for each driving situation, which is taken into account taking into account a particularly efficient energy consumption of the drive motor.
- the recommended accelerator pedal position corresponds to the magnitude of the additional restoring force (F) on the accelerator pedal.
- the second idea is to network with an environment sensor for detecting the traffic situation for the purpose of energy saving of the drive motor.
- the environment sensor detects other road users as well as traffic signs that indicate, for example, a speed limit.
- the powertrain in the motor vehicle consisting of drive motor and gear, has different efficiencies at different engine torques and speeds.
- operating points are often approached by the driver with very low efficiency. This results in an increased fuel consumption.
- the operating points are reproducibly shifted in areas of higher efficiency, reduces the losses and thereby reduced fuel and energy consumption.
- the instructions of the driver In this case, the tool guide is effected via a device for generating an additional restoring force F on the accelerator pedal 1, as has been described with reference to FIGS. 1 and 2.
- the driver By a positive or negative, additional restoring force F on the accelerator, the driver is given to give lower or stronger gas. While a positive additional restoring force F on the accelerator pedal 1 causes the vehicle operator to reduce the operating force on the accelerator pedal 1, a negative additional restoring force -F on the accelerator pedal 1 causes the driver to operate the accelerator pedal 1 in the direction of increasing the driving force. This depends on the current driving situation.
- the driving situation is divided into an acceleration drive, a constant drive and a deceleration drive.
- the size of the additional restoring force F is set depending on the driving situation and the traffic situation.
- the traffic situation is determined with the aid of environment sensors, as used in driver assistance systems and so-called adaptive cruise control systems.
- the traffic situation can be based on an electronically stored road map in conjunction with a satellite-based position determination.
- Fig. 3 In Fig. 3, four controllers Ri, R 2 , R 3 , R 4 and a higher-level control unit R 0 are shown.
- the controllers Ri, R 2 , R 3 , R 4 are responsible for the above-mentioned different driving situations and are called by the higher-level control unit R 0 . That is, the detection of the driving situation and the decision of which of the following controllers Ri, R 2 , R 3 , R 4 is to be controlled, hits the higher-level control unit R 0 .
- the first regulator R 1 outputs an additional restoring force F corresponding to the optimum accelerator pedal position during acceleration.
- the driver is guided by this additional restoring force F to move the accelerator pedal 1 to the optimum position calculated by the first accelerator drive controller R 1 .
- This optimal accelerator pedal position during acceleration is determined with the aid of a characteristic field, which was determined in advance on a chassis dynamometer. From the map results in the optimal accelerator pedal position with regard to the efficiency of the drive motor.
- the second controller R 2 outputs the control signal for an additional restoring force F for following drive behind another road user.
- the second controller R 2 for coordinating the following drive may be identical to a controller of a driver assistance system.
- the driver assistance system evaluates the data of an environment sensor and constantly calculates the distance to a preceding road user.
- the controller R 2 is provided for performing a follow-up trip, that an additional restoring force is output, which causes the driver to select an accelerator pedal position, which prevents too close driving on the person in front.
- the third controller R 3 is responsible for the initiation of deceleration: If the motor vehicle runs too close to an obstacle, this controller R 3 becomes active. The controller R 3 outputs an additional restoring force, so that the accelerator pedal 1 assumes an unactuated position. The driver is thus directed to take his foot completely off the accelerator pedal 1.
- a Ausrollwegbetician 12 calculates whether the motor vehicle in the
- the controller selection R 0 is signaled whether it is necessary to roll out, whether one is in an area in which the vehicle can drive behind the obstacle in subsequent driving or whether it can be accelerated further. It always takes into account the speed of the obstruction obstacle as well as the time T required to reach the speed of the obstacle v H indernis.
- the curve provided with the reference numeral 14 designates the movement of the obstacle.
- the obstacle in this case is a preceding vehicle.
- the movement of the motor vehicle at the speed v is designated by the reference numeral 15.
- the fourth controller R 4 in Fig. 3 outputs the control signal for an additional restoring force F, so that a speed set by a cruise control is realized.
- Cruise control in this context means a controller which implements the setting and maintenance of a desired speed v of the motor vehicle by the driver.
- the fourth controller R 4 sets the specifications of the cruise control in a corresponding restoring force on the accelerator pedal 1, and the driver is guided according to this haptic feedback.
- the higher-level control unit R 0 is provided to activate or deactivate one or more controllers R 1 to R 4 on the basis of the driving situation or the traffic situation.
- a pedal damper 13 is also shown, the disturbing vibrations on the accelerator pedal 1 and too fast changes of the set additional restoring force F attenuates.
- the pedal damper 13 smoothes with the help of a filter, the requirements for the additional restoring force to give the driver a pleasant pedal feel.
- the communication paths of said controllers R 1 to R 4 and the superordinate control unit R 0 , the Ausrollwegbetician 12 and the pedal damper 13 are shown schematically in Fig. 3.
- a decision logic is used to decide which controller R 1 to R 4 should become active. This logic is based on the Ausrollwegbetician 12 the information whether an obstacle is applied in which must be rolled out immediately, whether the own vehicle in the Next trip or whether the route is free. If there is an obstacle that requires immediate unrolling, it is recommended that the driver select an accelerator pedal position in the off position by selecting the R 4 control. If the vehicle is following another vehicle in following drive, controller R 2 is activated. In the case of a free route, the driver is automatically given the optimum accelerator pedal course for acceleration until the speed set in the cruise control is reached. During acceleration, the controller R 1 is active. Then controller R 4 becomes active and regulates to the speed set in the cruise control.
- FIGS. 5 to 7 three different traffic situations are explained in order to clarify the method described.
- the traffic situation is traversed with a temporary speed limit.
- the starting speed is just under 100km / h.
- the length of the village is 1000 meters.
- the total distance of the maneuver is 2800 meters.
- the speed curve provided with the reference numeral 16 and the associated curve of the cumulative consumption 16 'originate from a comparison vehicle, which has not completed the same route with a device described above and without the method described. Compared to the speed curve 17 and the consumption curve 17 ', which was achieved with the method just described, the following can be seen.
- FIGS. 6 and 7 again denote the speed curve with the reference numeral 17 and the associated consumption curve 17 'obtained with the described method and using the described device.
- a comparison curve without the described method is again denoted by 16 or 16 '.
- FIG. 6 shows the traffic situation "Stop &Go". provides. From the state is accelerated to 100km / h. Then follows a constant drive, then it is delayed again to 0km / h. The total distance is here 1500 meters.
- Fig. 7 shows the enormous savings potential of energy. Similar to the traffic situation "stop &go" of FIG. 6 is also shown in the illustrated in Fig. 7 Traffic situation accelerates from a standstill to 100km / h. Then follows a constant drive, then it is delayed again to 0km / h. The total distance is here, however, only 1000 meters.
- the guided acceleration of the regulator R 1 causes the speed curve 17 to approach the target speed of 100 km / h more slowly than the comparison curve 16.
- the guided acceleration of the regulator R 1 causes the speed curve 17 to approach the target speed of 100 km / h more slowly than the comparison curve 16.
- the difference 18 in the cumulative consumption again shows the energy efficiency of the method described and the device presented.
- Part of an energy-efficient driving style is that during the described driving situations of the acceleration drive, the constant drive and the deceleration drive, the manual gear to be selected is suggested to the driver.
- the core idea of the described method is to expand a device described above for generating an additional restoring force on the accelerator pedal with regard to the functionality of energy-efficient driving.
- various driving situations can thus be traversed in an energy-efficient manner.
- the topic of fuel reduction or emission reduction is a global problem of the global automotive industries.
- the described method and the corresponding device can be used worldwide to significantly reduce the emissions resulting from individual mobility.
- the procedure and The device can also be used in local passenger transport, for example in buses, and in goods transport, for example in trucks.
Landscapes
- Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- General Physics & Mathematics (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Human Computer Interaction (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
- Mechanical Control Devices (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102009032676 | 2009-07-09 | ||
DE102009034497 | 2009-07-22 | ||
PCT/EP2010/059760 WO2011003956A1 (de) | 2009-07-09 | 2010-07-07 | Vorrichtung zur erzeugung einer zusätzlichen rückstellkraft am gaspedal und verfahren zu deren betrieb |
Publications (1)
Publication Number | Publication Date |
---|---|
EP2451688A1 true EP2451688A1 (de) | 2012-05-16 |
Family
ID=43228421
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP10728710A Withdrawn EP2451688A1 (de) | 2009-07-09 | 2010-07-07 | Vorrichtung zur erzeugung einer zusätzlichen rückstellkraft am gaspedal und verfahren zu deren betrieb |
Country Status (5)
Country | Link |
---|---|
US (1) | US20120167708A1 (de) |
EP (1) | EP2451688A1 (de) |
JP (1) | JP2012533012A (de) |
DE (1) | DE102010031080A1 (de) |
WO (1) | WO2011003956A1 (de) |
Families Citing this family (14)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102009054650A1 (de) * | 2009-12-15 | 2011-06-16 | Continental Engineering Services Gmbh | Vorrichtung zur Erzeugung einer zusätzlichen Rückstellkraft am Gaspedal und Verfahren zu deren Betrieb |
JP2013518765A (ja) * | 2010-02-04 | 2013-05-23 | ケイエスアール テクノロジーズ カンパニー | 電子ブレーキシステム用のペダルアセンブリ |
DE102010055130A1 (de) * | 2010-12-18 | 2012-06-21 | GM Global Technology Operations LLC | Kraftfahrzeug |
US8836493B2 (en) * | 2010-12-30 | 2014-09-16 | Williams Controls, Inc. | Haptic pedal system |
US9176515B2 (en) | 2011-07-05 | 2015-11-03 | Honda Motor Co., Ltd. | Accelerator pedal reaction force control device |
DE102011088277A1 (de) * | 2011-12-12 | 2013-06-13 | Robert Bosch Gmbh | Verfahren und Steuergerät zum Steuern eines haptischen Fahrpedals eines Kraftfahrzeugs mit einer Lageregelung |
DE102013205281A1 (de) * | 2013-01-29 | 2014-07-31 | Robert Bosch Gmbh | Fahrpedaleinheit |
US9459649B2 (en) * | 2013-03-15 | 2016-10-04 | Cts Corporation | Active force pedal assembly |
DE102013213050A1 (de) | 2013-07-04 | 2015-01-08 | Conti Temic Microelectronic Gmbh | Accellerator Force Feedback Pedal (AFFP) als Assistenzsystem zur Abstandsregelung im Straßenverkehr |
DE102013013853B4 (de) * | 2013-08-20 | 2022-04-07 | Audi Ag | Kraftfahrzeug |
KR101543162B1 (ko) * | 2014-05-09 | 2015-08-07 | 현대자동차주식회사 | 요소수 후처리 시스템, 촉감을 이용한 요소수 상태 경고방법 및 컨트롤러 |
KR102322924B1 (ko) * | 2017-06-02 | 2021-11-08 | 현대자동차주식회사 | 차량 및 차량의 제어방법 |
SI25563A (sl) | 2017-11-13 | 2019-05-31 | SIEVA, d.o.o., PE Lipnica | Aktuator z nastavljivo pasivno karakteristiko in aktivnim prilagajanjem karakteristike |
JP7215383B2 (ja) * | 2019-09-20 | 2023-01-31 | トヨタ自動車株式会社 | 車両用ペダル装置 |
Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
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DE10351656A1 (de) * | 2003-11-05 | 2005-06-02 | Daimlerchrysler Ag | Kraftfahrzeug mit Kraftmaschine und Beschleunigungspedal |
Family Cites Families (15)
Publication number | Priority date | Publication date | Assignee | Title |
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DE3232160A1 (de) | 1982-08-30 | 1984-03-01 | Battelle-Institut E.V., 6000 Frankfurt | Verfahren und anordnung zur uebermittlung von informationen an fahrer von kraftfahrzeugen |
DE60226817D1 (de) * | 2001-08-23 | 2008-07-10 | Nissan Motor | Fahrassistenzsystem |
JP4078886B2 (ja) * | 2002-06-03 | 2008-04-23 | 日産自動車株式会社 | 車両用運転操作補助装置 |
DE10233570A1 (de) * | 2002-07-24 | 2004-02-12 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Signalisierung mehrerer für den Betrieb eines Kraftfahrzeuges relevanter Informationen |
DE10235165A1 (de) * | 2002-08-01 | 2004-02-19 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Signalisierung einer für den Betrieb eines Kraftfahrzeugs relevanten Imformation |
JP3968010B2 (ja) * | 2002-12-24 | 2007-08-29 | アイシン・エィ・ダブリュ株式会社 | 車両の駆動力制御装置 |
JP2005014653A (ja) * | 2003-06-24 | 2005-01-20 | Denso Corp | 車両駆動システム |
DE10356834A1 (de) * | 2003-12-05 | 2005-06-30 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Einstellung der auf eine Fahrpedaleinrichtung wirkenden Rückstellkraft |
JP2007536166A (ja) * | 2004-05-04 | 2007-12-13 | コンティ テミック マイクロエレクトロニック ゲゼルシャフト ミット ベシュレンクテル ハフツング | ペダル特性曲線を実現する方法及び装置 |
DE102004026407B4 (de) * | 2004-05-29 | 2010-06-24 | Bayerische Motoren Werke Aktiengesellschaft | Verfahren zur Steuerung einer einstellbaren Rückstellkraft auf ein Fahrpedal in einem Fahrzeug |
DE102004029371A1 (de) * | 2004-06-17 | 2006-01-26 | Robert Bosch Gmbh | Verfahren und Vorrichtung zur Einstellung der auf eine Fahrpedaleinrichtung wirkenden Rückstellkraft |
JP3823989B2 (ja) * | 2004-08-04 | 2006-09-20 | 日産自動車株式会社 | 車両用減速補助装置 |
JP2007076468A (ja) * | 2005-09-13 | 2007-03-29 | Toyota Motor Corp | 車両の制御装置 |
JP5082243B2 (ja) * | 2006-01-10 | 2012-11-28 | トヨタ自動車株式会社 | 車両用運転補助装置 |
JP5054391B2 (ja) * | 2007-02-20 | 2012-10-24 | 本田技研工業株式会社 | 車両のペダル反力変更装置およびペダル反力変更方法 |
-
2010
- 2010-07-07 DE DE102010031080A patent/DE102010031080A1/de not_active Ceased
- 2010-07-07 WO PCT/EP2010/059760 patent/WO2011003956A1/de active Application Filing
- 2010-07-07 EP EP10728710A patent/EP2451688A1/de not_active Withdrawn
- 2010-07-07 US US13/382,168 patent/US20120167708A1/en not_active Abandoned
- 2010-07-07 JP JP2012518984A patent/JP2012533012A/ja active Pending
Patent Citations (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE10351656A1 (de) * | 2003-11-05 | 2005-06-02 | Daimlerchrysler Ag | Kraftfahrzeug mit Kraftmaschine und Beschleunigungspedal |
Also Published As
Publication number | Publication date |
---|---|
JP2012533012A (ja) | 2012-12-20 |
US20120167708A1 (en) | 2012-07-05 |
WO2011003956A1 (de) | 2011-01-13 |
DE102010031080A1 (de) | 2011-03-17 |
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