JP2023521372A - Methods for Determining Operator Desires - Google Patents

Abstract

The present invention relates to a method for determining an operator's desire during a manual action on a motor vehicle component (2) movable with respect to the motor vehicle body (1). Detecting the speed of the automotive component (2) as a function of time. According to the invention, the speed profile of the motor vehicle component (2) as a function of time is evaluated with respect to meeting at least one criterion from the following group individually or in combination. A) the group above the speed threshold (8), B) the group mainly subject to slowing tolerances (9a, 9b), and C) the group following the amount of time (t2) of vehicle component movement and/or slowing down. [Selection drawing] Fig. 2

Description

The present invention relates to a method for determining an operator's desire during manual action on a vehicle component movable relative to the vehicle body and subsequently detecting the speed of the vehicle component as a function of time.

Today, motor vehicle components that are movable relative to the motor vehicle body are often equipped with additional drives or drive units and/or braking units. This applies not only to the side doors of the motor vehicle, but also in particular to the rear door of the motor vehicle. Problems often arise with such motor vehicle components, for example, that the operator does not know or is unaware that the motor vehicle component is equipped with a drive unit. In practice, this means that the operator wants to forcefully close a motor vehicle component, for example a side door of the motor vehicle, and as a result the entire operation of the drive or drive unit provided for this purpose. Or it often means taking over part of it. This causes the drive unit to break when a strong impact is applied.

For this reason, the general state of the art according to DE 10 2008 008 178 A1 already relates to methods for supporting the operation of manually movable body components of vehicles. The body components are moved with the help of controllable electric drives. A sensor can be used to detect a signal, based on which the body component can be controlled to move between an open position and a closed position, or to any desired intermediate position. A unit controls the electric drive.

In addition, the speed or change in speed of movement of the body component can also be detected. In any event, known teachings generally ensure that the body component in question automatically engages the locking device and locks there. This is known in principle.

Furthermore, DE 10 2007 062 472 B4 relates to a device for adjusting the actuation force of an actuator. The actuation force is adjusted as a function of the operating conditions of the relevant vehicle door. These include, in particular, the velocity and/or acceleration values of the motor vehicle door, for example as described in claim 2 .

DE 10 2014 218 085 A1 generally relates to an arrangement for controlling automatically opening and closing car doors. It does not address the forces exerted by the operator on the car door and the resulting "throw-in motion".

The state of the art is basically known, but works more or less statically. The teaching according to DE 10 2008 008 178 A1 makes generally available operator-controlled or sensor-controlled movement of body components. As a result, the manual force that a user must exert to operate the body components can be reduced. However, known teachings cannot distinguish between actions by the operator and actions caused by wind gusts, such as by parking a car on a slope. The present invention as a whole seeks to remedy this.

overview

The present invention is based on the technical problem of further developing a method by which the desires of the operator can be determined precisely and can be distinguished from interfering effects, in particular affecting motor vehicle components. Furthermore, the equipment suitable for this should be specified.

To solve this technical problem, a common method for determining the operator's desire during manual action on a vehicle component that is movable with respect to the vehicle body is to: Velocity profiles are characterized according to the invention in that they are evaluated for meeting at least one criterion from the following group, individually or in combination.
A) the group exceeding the velocity threshold,
B) groups that are primarily subject to speed reduction tolerances, and
C) A group according to the amount of travel time and/or slowdown time of the vehicle component.

Within the scope of the invention, the velocity of the vehicle component detected as a function of time is specifically evaluated. The speed profile as a function of time is evaluated to determine whether one or more of the aforementioned criteria A), B) or C) are met. In this case, the velocity profile of the automotive component in question as a function of time is interpreted to the effect that this corresponds to the desire of the user or operator and is not due to, for example, interference effects affecting the automotive component. be. The invention is based on the fundamental discovery that the velocity profile of automotive components as a function of time has a characteristic appearance which will be explained in more detail below with reference to the description of the drawings. In fact, the velocity profile initially has a shock-like character or range of shocks, which the operator has to apply a corresponding shock or “push” on the automotive component to overcome its mass inertia. It can be explained by the fact that it adds What is important here is that a certain speed threshold according to criterion A) is typically exceeded.

This shock-like transition is followed by a slope with a nearly linear transition, which corresponds to the aforementioned speed reduction. Due to the approximately linear progression of this slope and the associated decrease in speed, it is possible to identify the tolerance for this decrease in speed, ie the negative slope associated with the slope with respect to criterion B). Alternatively or additionally, the fact that the specified tolerances are predominantly obeyed indicates that the determined velocity profile of the automotive component as a function of time was actually caused by the operator.

Finally, as a further possible criterion C), the amount of time is used. This amount of time must be followed so that the velocity profile of the vehicle component as a function of time is interpreted as being subject to manual action by the operator. This amount of time can be specified as the amount of time for the entire movement of the vehicle component, ie, from an idle position to a minimum definable speed. Alternatively or additionally, this amount of time can be identified along with regularly evaluated slowdowns with respect to compliance with tolerances.

In this context, the amount of time may be the minimum amount of time over which the slowdown is observed, or the minimum period of time during which the slowdown is within said tolerance, or the slowdown is It must be the minimum period of time that falls within the above tolerance. Similarly, the amount of time can be the maximum amount of time over which slowdown is evaluated. However, in principle, complying with the amount of time includes complying with both the minimum amount of time and the maximum amount of time.

Alternatively or additionally, the same applies if the movement of the vehicle component is evaluated with respect to following the said amount of time. Again, a minimum amount of time, a maximum amount of time, or both a minimum and maximum amount of time can be defined.

Again, only criterion C) is to classify the speed profile of an automotive component as a function of time, so that it is a profile that reflects the behavior of the operator, i.e. the desire of the operator, wind, tilt It is interpreted that it is already sufficient not to reflect interference effects from roads etc. Of course, criteria A) through C) above can also be evaluated or met cumulatively. In any event, the evaluation indicates whether any of criteria A) through C) are met. If the answer is yes, meeting at least one of these criteria is to the effect that this corresponds to the operator acting on the automotive component and to the corresponding operator's wishes: construed by the present invention. As a result, the velocity profile of the automotive component as a function of time can be evaluated so that it corresponds to the desires of the user or operator.

This user desire can be conveniently implemented and/or supported with the aid of a drive/brake unit. In the case of a motor vehicle side door, for example, this means that the operator's motion in the orientation of "slamming" the motor vehicle side door in question results in the drive unit supporting the desire to close the motor vehicle door. means Accordingly, the relevant motor vehicle door is automatically closed.

Conversely, the opening motion of the motor vehicle door in question, which is interpreted as the desire of the operator or the desire of the user, brakes the motion of the motor vehicle door in question, if necessary, to avoid a hard stop. can be activated. In any event, extracting operator or user desires from the evaluation of the speed profile of the automotive component as a function of time, taking into account criteria A) to C) defined above. be able to. This operator or user desire can then be implemented and/or supported with the aid of the drive/brake unit.

According to an advantageous embodiment, the decrease in velocity as a function of time is evaluated within feature B) such that this decrease in velocity is outside the tolerance within deformation range B) for a predetermined amount of time. Decide whether or not This means that the present invention expressly allows, within criterion B), that the speed reduction can be outside the set tolerance for a predetermined amount of time. This is expressed and explained by the fact that, in the scope of Criterion B), there is talk of "subject to the Lord" in tolerance.

The specific amount of time that the drop in velocity as a function of time can be outside the acceptable range within the deformation range B) generally measures up to 30% of the maximum amount of time mentioned above. In particular, the predetermined amount of time is up to 20% of said maximum amount of time.

A speed threshold within criterion A) can advantageously be specified as a function of the motor vehicle component, in particular its moment of inertia. Alternatively or additionally, the velocity threshold can be set as a fixed or variable value depending on the operator. In this case, there is a further possibility of deriving the speed threshold from a plurality of stored speed profiles of the motor vehicle component as a function of time, depending on the operator. In other words, in this case the velocity profiles of the respective stored vehicle components as a function of time are used, for example, to determine which velocity maxima are observed in the first observed "impact range". evaluated. A velocity threshold can then be determined based on these various determined maximum values, eg, 60% to 80% of the average maximum velocity. Since the maximum value of velocity depends on the action of the operator, it also explains why the velocity threshold can be set as a fixed or variable value depending on the operator.

Also, the velocity profile of the automotive component as a function of time may be evaluated with respect to its direction of movement. The invention is based on the finding that the motor vehicle component in question can generally only be opened and closed with respect to the motor vehicle body. This leads, for example, to a negative or positive progression of speed as a function of time compared to a fixed zero point. From this, the direction of movement in the "open" or "closed" orientation can be derived, in turn.

Based on the analysis of the velocity profile of the automotive component as a function of time performed in accordance with the present invention, taking into account criteria A) to C), as previously explained, the influence on the automotive component A distinction can be made with respect to interference effects. Such interference effects are due, for example, to the wind acting on the vehicle components, the position of the vehicle on slopes, and the like. With this distinction it is also possible in principle to eliminate such interfering effects of automotive components on the velocity profile as a function of time.

The subject of the invention is also a device for determining an operator's desire during a manual action on a motor vehicle component that is movable with respect to the motor vehicle body, as described in more detail in claim 9 . An advantageous embodiment of this device is the subject matter of claim 10 .

As a result, methods and devices are available by which operator desires can be accurately determined during manual actions on automotive components, in particular distinguishable from interfering actions. As a result, the operator's desire or the user's desire, for example in the "open" or "closed" orientation, can be derived completely and reproducibly from the evaluation. A user's or operator's wish can be implemented with the drive/brake unit so as to automatically carry out the desired opening and closing movements of the motor vehicle component. In principle, however, it is also possible to support the wishes of the operator or user so that the motor vehicle component is opened and closed in a servo-assisted manner. There are essential advantages here.

The invention will be explained in more detail below with reference to the drawings, which show only one exemplary embodiment.
FIG. 1 shows a device according to the invention for purely graphical determination of the operator's desire. FIG. 2 shows a typical velocity profile of an automotive component as a function of time.

detailed description

FIG. 1 is a device for determining an operator's desire during a manual action on a motor vehicle component 2 movable with respect to the motor vehicle body 1 . In this embodiment, the motor vehicle component 2 is a motor vehicle side door 2 that can be moved from a closed position, shown in solid lines in FIG. 1, to an open position, shown in dashed lines. The opening and closing operations indicated by double arrows correspond to this.

For this purpose the device has at least one sensor 3 connected to a control unit 4 . Also in this embodiment a drive/brake unit 5 for a motor vehicle component 2 or a side door 2 of a motor vehicle is implemented. In principle, the drive/brake unit 5 can be omitted when determining operator wishes or general gesture recognition. Nevertheless, the drive/brake unit 5 in question is implemented and provided in an exemplary embodiment. The drive/brake unit 5, for example with the help of the control unit 4, for opening (servo-assisted) the side door 2 of the motor vehicle or for braking it in the case of a manually initiated closing process. can be acted upon.

For this purpose, the desire of the operator or user in the sense of "open" or "closed" is first determined. In order to determine this operator or user desire using the control unit 4 and translate it into the corresponding application of the drive/brake unit 5, the vehicle component or vehicle side in this example The speed of door 2 is first detected as a function of time. The velocity or velocity profile as a function of time according to FIG. 2 is due to manual action on the part of the operator. For this purpose, the speed of the side door 2 of the motor vehicle is determined in this example using a sensor 3 positioned on the relevant axis of rotation.

This generally results in the course of the velocity v(t) of the vehicle component or vehicle side door 2 over time t, as shown in FIG. First, we recognize the impact range 6 of the velocity profile as a function of time, and then we recognize the slope 7, which has a substantially linear profile, which slope 7 corresponds to the movement of the side door 2 of the vehicle in this example. Reflect termination.

The velocity profile of the vehicle component or vehicle side door 2 as a function of time shown in FIG. 2 will now be evaluated with respect to fulfillment of at least one of criteria A) to C) individually or in combination. Criterion A) corresponds to the fact that the speed profile as a function of time exceeds or exceeds the speed threshold 8 shown in FIG. Within criterion B), the question is whether the drop in speed in the range of gradient 7 is maintained within tolerances 9a, 9b and has a possible gradient or reduction threshold given there.

There is the additional possibility that the reduction in speed as a function of time can lie outside the tolerance limits 9a, 9b in question within the deformation range B) for a predetermined amount of time t1. If this amount of time t1 in the example is up to about 30% of the amount of time t2 explained in more detail below, the drop in speed of the tolerances 9a, 9b as a function of time, indicated by the dashed line in FIG. , is considered acceptable in such a way that criterion B) is met.

According to an exemplary embodiment, the amount of time t2 mentioned above corresponds to the amount of time t2 during which the vehicle component 2 or the side door 2 of the vehicle generally undergoes movement of the vehicle component. According to an exemplary embodiment, this means that the range of the speed reduction or slope 7 and the slope 7 of the problem and thus the speed reduction are placed within or subject to the tolerance range 9a, 9b of the problem. means standards. The amount of time t2 can be the minimum amount of time that the slope 7 or slowdown is within the tolerances 9a, 9b. In principle, the amount of time t2 may also mean the maximum amount of time for slowing down or, according to an exemplary embodiment, subject to tolerances 9a, 9b.

If the evaluation of the speed profile of the vehicle component or vehicle side door 2 as a function of time shown in FIG. 2 results in satisfying one or more of criteria A) to C) within the scope of the evaluation, The evaluation is holistic in that it responds to the operator's wishes that can be derived from it. In the example shown in FIGS. 1 and 2, this operator desire involves "opening" the side door door 2 of the vehicle. By means of the drive/brake unit 5 the drive/brake unit 5 ensures that the side door 2 of the motor vehicle in question is fully opened by the drive/brake unit 5 or supports the opening request of the operator for power assistance. This operator's "open" request can be implemented by the drive/brake unit 5 so that it does.

Not shown are further possibilities for removing interference effects on the vehicle component appearing in the speed profile as a function of time, which speed profile is modified or overlaid by the interference effect. A speed threshold 8 can be specified in the control unit 4 as a function of the motor vehicle component or its moment of inertia. However, the procedure in this case is usually adapted to evaluate a plurality of speed curves of the motor vehicle component or the side door 2 of the motor vehicle shown in FIG. An averaged maximum value can be extracted with the help of the control unit 4 from the maximum value of the velocity v(t) reached within the impact area 6 in each case. This average maximum value v(t) can be converted into a velocity threshold value 8 by setting the velocity threshold value 8, e.g. . Thereby, the speed threshold 8 can be specified according to the operator.

Finally, the direction in which the operator acts on the side door 2 of the motor vehicle, for example in the sense of "open" or "close", may be determined and extracted from the speed profile shown in FIG.

Code description

1... Automobile body,
2 automatic component,
3... sensor,
4... control unit,
5 drive/braking unit,
6 Collision range,
7 ... Gradient,
8 ... speed threshold,
9a, 9b... Acceptable range.

Claims (10)

A method for determining a desire of an operator during a manual action on a vehicle component (2) movable relative to a vehicle body (1), wherein the speed of the vehicle component (2) as a function of time is subsequently detected. a method comprising:
The velocity profile of the automotive component (2) as a function of time is divided into the following groups:
A) the group exceeding the velocity threshold (8),
B) for slowing down, the group mainly following tolerances (9a, 9b); and C) the group following the amount of time (t2) for movement and/or slowing down of the vehicle component;
assessing for meeting at least one criterion from individually or in combination. 2. The method according to claim 1, characterized in that the decrease in velocity as a function of time is outside the tolerance range (9a, 9b) within the range of deformation (B) for a predetermined amount of time (t1). Method. 3. Method according to claim 2, characterized in that the predetermined amount of time (t1) is less than or equal to 30%, in particular less than or equal to 20% of the maximum amount of time (t2). Any one of claims 1 to 3, characterized in that the speed threshold (8) is set fixed or variable depending on the vehicle component (2), for example its moment of inertia and/or the operator. The method according to item 1. 5. Any one of claims 1 to 4, characterized in that the speed threshold (8) is derived from a plurality of stored speed profiles of the motor vehicle component (2) as a function of time, depending on the operator. or the method described in paragraph 1. Method according to any one of the preceding claims, characterized in that the speed profile of the motor vehicle component (2) as a function of time is evaluated with respect to its direction of movement. Method according to any one of the preceding claims, characterized in that interference effects affecting the motor vehicle component (2) are eliminated. The evaluation of the speed profile of the motor vehicle component (2) as a function of time is characterized in that it corresponds to the operator's wishes implemented and/or assisted with the aid of a drive/braking unit (5). , the method according to any one of claims 1 to 7. A method according to any one of claims 1 to 8, in particular for determining an operator's desire during a manual action on a motor vehicle component (2) movable with respect to the motor vehicle body (1). In a device for carrying out
at least one sensor (3) and an associated control unit (4) for detecting said speed profile of said motor vehicle component (2) as a function of time;
Said control unit (4) comprises the following groups:
A) the group exceeding the velocity threshold (8),
B) Groups that mainly follow tolerances (9a, 9b) for speed reduction,
C) a group according to the amount of time (t2) of moving and/or slowing down said motor vehicle component;
apparatus for evaluating said velocity profile of said motor vehicle component (2) as a function of time with respect to fulfilling at least one criterion from (1) individually or in combination. 10. Device according to claim 9, characterized in that the drive/brake unit (5) is provided solely or additionally for a supporting action on the motor vehicle component (2).

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