JP2001214798A - Method and device for determining driver type - Google Patents

Abstract

PROBLEM TO BE SOLVED: To determine a driver type without requiring any information from another control device. SOLUTION: Whether a constant traveling is present or not is inspected (100). In case of the constant traveling, whether a mark 'constant traveling' is set or not is inspected (102). When no mark is set, the actual range of a traveling resistance characteristic curve to a selected gear step is determined on the basis of actual rotating speed nA and actual torque MdA (104). The target value to absolute fuel consumption is determined (106). The actual value to the absolute fuel consumption is determined (110), and averaged with time or a prescribed traveling distance to provide an average actual value (112). The target value is compared with the average actual value (114), and a parameter (for example, pedal characteristic curve) regulates the gear stage so as to be sportier when the actual value is larger than the target value and to be more comfortable in the reverse case.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a method and an apparatus for determining a driver type.

[0002]

2. Description of the Related Art Such a method or such a device is known from DE-A-196 15 806. Here, in the control of the vehicle drive unit, a factor representing the driver type is taken into account. This factor is
It is determined and transmitted in another control unit, in particular a transmission control. In a preferred embodiment,
As a function of the driver type information, the maximum permissible torque change of the drive unit, in particular the driver's desired change derived from the operating signal of the driving element, is influenced. In this case, the driver type information is transmitted from the second control unit, so that additional means for receiving this information are required, or such information may be required, for example, due to an error in the second control unit. Cannot be controlled as a function of the driver type of the vehicle drive unit.

[0003]

SUMMARY OF THE INVENTION It is an object of the present invention to provide a method and a device for determining a driver type without requiring information from another control device.

[0004]

Means for Solving the Problems The above object is achieved by a driver
A method for determining a driver type according to the invention, characterized in that the driver type is derived from the average fuel consumption of the vehicle, wherein the driver type is changed at least one control parameter of the vehicle as a function of the type. Is achieved by

[0005] The above object is also achieved in a driver type determining device comprising a control unit for setting at least one control parameter of a vehicle as a function of the determined driver type, wherein the control unit reduces the average fuel consumption. The present invention is achieved by the driver type determining apparatus according to the present invention, which includes means for deriving the driver type based on the driver type.

By deriving driver type information from time averaged fuel consumption, which is a measure for the vehicle power demanded by the driver over a given period of time,
When driver type information is not supplied from an external device, for example also in vehicles with a manual transmission, control as a function of driver type is possible.

Furthermore, the driver type information determined on the basis of the fuel consumption is determined in a conventional manner (in particular, the driver type is derived from the pedal position).
More accurate than type information. This is because the average fuel consumption more accurately represents the actual driver characteristics.

When elevation or changes in elevation are considered,
The determination of the driver type is particularly accurate.

[0009]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, the present invention will be described in detail with reference to embodiments shown in the drawings. FIG. 1 shows an electronic control unit 1
0, the control unit 10 comprises at least one input circuit 12, at least one microcomputer 14
And at least one output circuit 16. The input circuit 12, the microcomputer 14, and the output circuit 16 are interconnected via a communication system 18 for data exchange between them. In the input circuit 12, the next input line, that is, the input line 20 from the measuring device 22 for measuring the accelerator pedal position wped, the throttle valve position w
input line 2 from measuring device 26 for measuring dk
4. an input line 28 from a measuring device 30 for measuring the air mass flow hfm supplied to the internal combustion engine, an input line 32 from a measuring device 34 for measuring the engine speed nmot, and, for example, the intake air temperature, Input lines 36-4 from measuring devices 42-46 for measuring the internal combustion engine and / or other operating variables of the vehicle required to perform engine control, such as air pressure and the like.
0 is supplied. Via the output circuit 16, the electronic control unit 10 controls the output parameters of the internal combustion engine. Thus, the charge of the internal combustion engine is controlled by adjusting the air supply of the internal combustion engine via the throttle valve 48.
Further, ignition timing 50 is adjusted, fuel supply 52 is adjusted, and / or turbocharger 54 is controlled.

The principle functioning of the engine control performed in the control unit 10 is known, for example, from the state of the art mentioned at the outset. A target value for the torque of the internal combustion engine is determined based at least on the accelerator pedal position wped, and this target value corresponds to the driver's wishes. The target value is optionally converted to a torque target value taking into account other target torques from external and internal functions such as drive slip control, rotational speed limiting, speed limiting, and the like. The target torque value is then determined by taking into account the engine speed in the corresponding characteristic curves, tables or calculation steps, the target value for the charge, i.e. the normalized per cylinder stroke with respect to the maximum possible cylinder charge. It is converted to a target value for the relative air charge. As a function of this target charge value, a target throttle valve position value is determined in consideration of the physical relationship in the intake pipe, and this target throttle valve position value is adjusted by a corresponding control circuit. Furthermore, the ignition angle and / or the fuel supply are adjusted, possibly taking into account the actual torque,
Here, the actual torque approaches the target torque.

As described in the prior art mentioned at the outset, it is advantageous to set at least one parameter of the engine control as a function of the driver type. This makes it possible to adapt the dynamics of the vehicle to the respective driver type and thus to improve the satisfaction of the respective driver with the driving characteristics. To enable a corresponding selection of at least one parameter,
I need information about the driver type. As described below, this information is derived from fuel consumption averaged over time.

[0012] In this case, the process is started by detecting the output required during a constant operation of the vehicle at a certain gear and the consumption obtained from the output. The basis for this is a running resistance curve for each gear stage stored in the engine control as well as a constant consumption curve as shown in FIG. 2 and from this curve the consumption required to overcome the running resistance Is obtained.

FIG. 2 shows such a characteristic curve for a certain gear. Here, the torque Md or the output of the internal combustion engine is graduated with respect to the rotational speed n. Reference number 1 indicates the maximum torque curve. Reference numeral 2 is the constant power curve for the existing gear, while reference numeral 3
The running resistance curve (torque required as a function of rotational speed to overcome running resistance on level ground) at this gear is shown. Curve 5 shows a constant specific consumption curve.

The diagram shown is stored in the engine control for each gear and is determined on the engine test bench for each value pair (torque / rotational speed) for each engine type. Running resistance curve 3 represents the torque required to overcome the running resistance in flat ground for each rotational speed at a certain gear ratio. This curve is determined by the application for each driving type. The constant output curve 2 shows the torque at which a constant output of the engine is obtained with respect to the rotation speed.

From this value, it is possible to determine the specific fuel consumption when an output required for overcoming the running resistance corresponding to the running resistance curve is required for the actual rotational speed. . The driver type is derived from a comparison with the actual value averaged over time, in which case a sports driver is inferred when it is always found that more power is required.

To determine the driver type, it is first determined whether a constant drive exists. Constant running exists when the gear is constant and the rotational speed change is within a certain range and / or the actual torque change is within a certain range. Next, the actual operating point (value pair of the actual torque and the actual rotational speed) is determined and, as a function thereof, the range of the running resistance curve for the actual gear is marked. Thereafter, a target value for the specific fuel consumption in this range of the running resistance curve is determined. This can be done off-line or by calculating characteristic curves. The target value for the absolute fuel consumption is obtained, for example, from the following equation.

[0017]

KV = be * Mdef * 2π * n where KV represents the absolute fuel consumption, Mdef represents the torque obtained at the actual engine speed according to the selected range of the running resistance curve, and n is the actual torque. The engine speed is indicated, and be represents the specific consumption obtained for this operating point (see also Md _A , n _{A in} FIG. 2) within the corresponding range of the running resistance curve.

In a preferred embodiment, the uphill running or the downhill running is determined based on, for example, an atmospheric pressure sensor or another value indicating the altitude. As a function of the change in this value, the determined fuel consumption KV is corrected using the altitude coefficient, so that the fuel consumption value KV is corrected.

The actual value for the absolute fuel consumption is determined from a reference value for engine control. For example, it is obtained by the following formula,

[0020]

KVist = teff * EVK * n where KVist is the actual value of the absolute fuel consumption.
teff is the effective injection time (valve is actually open), EVK is a constant representing the typical time-to-volume conversion for the injector, and n is the actual engine speed. This actual value is averaged over time or distance traveled, thus obtaining an average actual fuel consumption.

The determined and possibly corrected target value is then compared with the average actual value. If the actual value is greater than the target value, the pedal characteristic curve adjusts the gear position to be more sporty, and vice versa. After that, no other correction of the pedal characteristic curve is performed during this constant traveling process. Rather, it waits until the next constant driving process to make a new correction.

In addition, driver type information (for example, a mark or a value to be set) can be derived from this, and this drive type information is supplied to another function or control device.

That is, when the consumption averaged over a given period of time at a particular gear always clearly exceeds the consumption required for the running resistance, the driver always has to cover the running resistance. The idea of requiring more power than required is the basis for determining the driver type. That is, at this time, since there should be a sports driver, the corresponding correction of the driving parameters is performed. If the consumption stored in the curve is retained or only slightly exceeded, it is inferred that there is a driver type seeking comfort. The operating parameters are adjusted accordingly.

In uphill running, the actual average consumption is different from the average consumption in the case of running on level ground due to the downhill slope force. In other words, the amount of consumption required to cover the running resistance increases when traveling uphill,
It decreases during downhill running. This effect is effective in two different ways.

In the first embodiment, altitude is not taken into account in determining a driver type. At this time, the reaction of the vehicle automatically becomes more spontaneous when traveling uphill and becomes more comfortable automatically when traveling downhill. The reason is that the actual consumption is correspondingly different from the target consumption. This may be preferred in some use cases.

In another embodiment, the altitude correction is performed as described above. At this time, by correcting the running resistance characteristic curve relating to the altitude or the altitude change, the vehicle characteristic parameterized on the flat ground is maintained even when traveling uphill or traveling downhill.

Advantageously, the determined driving type is supplied to another control device, for example, a transmission control. In a preferred embodiment, the above method is implemented as a program on the computer 14 of the control unit for engine control. Such a program is shown by way of example in the flowchart of FIG.

The program is started at a predetermined time. In a first step 100, it is checked whether a constant drive exists. This inquiry is affirmative if the gear position does not change and the rotational speed change and / or the actual torque change is within a predetermined range. If there is no constant driving, in step 101 the mark "constant driving" is reset, the program is terminated and repeated at a predetermined time. If a constant driving condition is detected, it is checked in step 102 whether the mark "constant driving" is set. If this is affirmative, the parameters have already been corrected during the constant running. At this time, the program is terminated and repeated at a predetermined time.

If the mark is not set,
In step 104, the actual rotational speed n _AAnd actual torque
Md_ARunning resistance for the selected gear based on
The actual range of the characteristic curve is determined. Then follow the steps
In step 106, for example, the absolute fuel
A target value for the consumption is determined. This target value
Depending on the case, according to step 108, the vehicle is driven uphill or downhill.
It is corrected as a function of the detection of the slope running. Follow it
In step 110, for example,
An actual value for fuel consumption is determined, and
In the following step 112, the time or the predetermined traveling distance
Averaged. The result is the selected range of the running resistance curve.
Average actual value for absolute fuel consumption in box. It
Then, in step 114, the target value and the average actual value
Are compared with each other. If the actual value is larger than the target value
Parameters, such as the pedal characteristic curve,
Adjust to be sporty, and vice versa
Adjust to be comfortable. Followed by step 1
At 16, the mark "Constant running" is set, and
The program is terminated.

The method described above can be used not only for gasoline engines but also for diesel engines. Here, the above method is performed for each gear, in which case
The change or running of at least one parameter as a function of the running type whenever a deviation between the desired value and the actual value is required during constant running in a gear, which requires adaptation of the respective coefficients. A change in the type value itself is made.

[Brief description of the drawings]

FIG. 1 is an overall block circuit diagram of a control device for an internal combustion engine.

FIG. 2 is a diagram of the engine torque with respect to the rotational speed, in particular a running resistance curve and a constant specific fuel consumption curve for a particular gear position.

FIG. 3 is a flowchart illustrating a preferred embodiment for determining a driver type based on average fuel consumption.

[Description of Signs] 1 Maximum torque curve 2 Constant output curve 3 Running resistance curve 5 Constant specific consumption curve 10 Control unit 12 Input circuit 14 Microcomputer 16 Output circuit 18 Communication system 22 Measuring device (accelerator pedal position) 26 Measuring device ( Throttle valve position) 30 Measuring device (air mass flow rate) 34 Measuring device (engine rotation speed) 42, 46 Measuring device (other operating variables) 48 Throttle valve 50 Ignition timing 52 Fuel supply amount 54 Turbocharger

Claims (10)

[Claims] 1. A driver wherein at least one control parameter of a vehicle is varied as a function of the driver type.
A method for determining a driver type, wherein the driver type is derived from an average fuel consumption of a vehicle. 2. A target value for the fuel consumption is determined on the basis of the actual operating point of the internal combustion engine, this target value is compared with an average actual value, and a correction of a measure or a parameter for the driver type is derived therefrom. The method of claim 1, wherein: 3. The driving resistance characteristic curve for each gear position is derived as a function of torque and rotational speed, and a target value for fuel consumption is determined based on the characteristic curve. The described method. 4. The target value for the absolute fuel consumption is calculated on the basis of the actual operating point and on the basis of the specific fuel consumption required to overcome the running resistance at this operating point. Item 4. The method according to any one of Items 1 to 3. 5. The method according to claim 1, wherein the target value is corrected by a value representing the altitude or a change in the value. 6. The method as claimed in claim 1, wherein the actual value for the fuel consumption is determined from the effective injection time and the engine speed. 7. A sporty driver is detected when the average actual value is greater than the target value, and a driver seeking comfort is detected when the average actual value is equal to or only slightly greater than the target value. The method according to any one of claims 1 to 6, characterized in that: 8. The method according to claim 1, wherein the determination of the driver type is made during a constant driving of the vehicle, preferably only once during the constant driving. . 9. A method according to claim 1, wherein a pedal characteristic curve for converting a pedal operation amount by a driver into a target value for engine control is changed as a function of the driver type, and / or that the driver type is output to another control device. A method according to any one of the preceding claims, characterized in that the method is characterized in that: 10. A device for determining a driver type, comprising a control unit for setting at least one control parameter of a vehicle as a function of the determined driver type, the control unit controlling the driver based on an average fuel consumption. A driver characterized by including means for guiding the type
Type determination device.