WO2009106168A1 - Procédé pour adapter la courbe caractéristique de pédale d’accélérateur dans un véhicule - Google Patents

Procédé pour adapter la courbe caractéristique de pédale d’accélérateur dans un véhicule Download PDF

Info

Publication number
WO2009106168A1
WO2009106168A1 PCT/EP2008/066106 EP2008066106W WO2009106168A1 WO 2009106168 A1 WO2009106168 A1 WO 2009106168A1 EP 2008066106 W EP2008066106 W EP 2008066106W WO 2009106168 A1 WO2009106168 A1 WO 2009106168A1
Authority
WO
WIPO (PCT)
Prior art keywords
accelerator pedal
pedal position
engine torque
mot
vehicle
Prior art date
Application number
PCT/EP2008/066106
Other languages
German (de)
English (en)
Inventor
Roland Galbas
Michael Knoop
Albrecht Irion
Stephan Stabrey
Folko Flehmig
Florian Hauler
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2009106168A1 publication Critical patent/WO2009106168A1/fr

Links

Classifications

    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
    • 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
    • B60W2554/00—Input parameters relating to objects
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data

Definitions

  • the invention relates to a method for situation-dependent adaptation of the accelerator pedal characteristic in a vehicle.
  • a method for influencing the accelerator pedal behavior in a motor vehicle is known in which it is determined whether a dangerous driving dynamic situation for the vehicle exists, whereupon the pedal behavior of the accelerator pedal is affected.
  • the driving-dynamics-dangerous situation is determined on the basis of sensor data from an environment sensor system or a navigation system.
  • the change of the accelerator pedal characteristic is made by modifying the characteristic which describes the relationship between the engine torque demand of the driver and the accelerator pedal position. In order to take account of the dangerous driving dynamics situation, the engine torque requirement for the current accelerator pedal position is reduced, so that a lower engine torque is required than the accelerator pedal position compared to a regular driving situation.
  • the invention is based on the object, the
  • the method for situation-dependent adaptation of the accelerator pedal characteristic in a vehicle is designed in such a way that, depending on the current driving situation, the relationship between the accelerator pedal position and the requested engine torque is modified in such a way that the change of the engine torque compared to a usually linear relationship accelerator pedal position and engine torque is modified progressively or degressively.
  • the change in engine torque compared to changes during normal operation is not performed linearly, but with either less or more increasing characteristics.
  • the modification refers to the change of the engine torque, which is accompanied by an accelerator pedal change, basically the same final level can be achieved as with a non-modified characteristic curve.
  • the modification thus relates only to a change in the accelerator pedal position with concomitant change in the torque request. Nevertheless, you can it may be expedient to also set a different end level of the engine torque than the regular characteristic curve.
  • the advantage of this procedure is that, depending on the current driving situation, a more agile driving (with a progressively increasing characteristic curve) or a more restrained driving behavior (with a degressively increasing characteristic curve) can be set to reduce the risk of an accident.
  • This allows a wide range of reactions to a wide variety of driving situations and, on the one hand, better exploitation of the driving dynamics potential and, on the other hand, the safety reserves.
  • it is possible to carry out a progressive increase in support of an acceleration process, for example to avoid a collision when entering a road or for accelerating out of a curve.
  • a characteristic reduction can also be used for collision avoidance, for example, in the event that an obstacle is in front of the own vehicle, the characteristic reduction leads to a lower acceleration and thus leaves the driver more time for evasive action.
  • the engine torque corresponding to the pedal position predetermined by the driver changed, this change after a certain period of time at least partially, but expediently completely withdrawn, so that adjusts the predetermined pedal position corresponding engine torque again.
  • the engine torque is increased or decreased over a limited period of time relative to the normal engine torque curve, after which the regular level is reached again after the time period has expired. This increase or decrease can be carried out in response to the current driving situation depending on the environment information even with the same gas pedal position.
  • an agile driving behavior can be set in the event of an overshoot.
  • the elevation is returned within a limited period of time back to the regular value, so that then sets again a normal accelerator pedal characteristic with correspondingly unaffected driving behavior.
  • the change of the engine torque takes place, for example, as a function of the change in the pedal position, ie the gradient of the pedal position.
  • a modified substitute pedal position is determined by calculation, which results from the actual
  • the spare pedal position instead of the actual pedal position is incorporated into the engine characteristic curve to determine the engine torque to be requested. Due to the gradient component, an elevation is achieved, which leads to the aforementioned agile driving behavior.
  • the degree of elevation is adjustable by a factor with which the gradient of the accelerator pedal position is multiplied. This factor is a derivative time, which is determined either as a given constant or as a situation-dependent variable, for example as a function of the current risk situation of the vehicle.
  • the current driving state of the vehicle is classified into different risk levels on the basis of the information describing the environment, wherein the amount of change of the engine torque depends on the current risk level.
  • This classification means that different driving situations are grouped into different categories, to each of which a specific hazard measure is assigned, whereby the characteristic curve is modified on the basis of this hazard measure.
  • a degressive and a progressive change of the characteristic is possible.
  • a correspondingly larger modification of the engine torque can be carried out than at a lower risk.
  • a limited number of risk levels are taken into account, for example three risk levels with high, medium and low risk potential, each risk level causing a fixed change in the engine torque. If, on the other hand, no increased risk is detected, the modification of the characteristic curve can also be omitted.
  • 1 is a structural diagram of the method for situation-dependent adaptation of the accelerator pedal characteristic in a motor vehicle
  • Fig. 2 is a graph with characteristics of the requested
  • Engine torque as a function of the modified accelerator pedal position, which enters into the characteristic curve as a substitute variable instead of the actual accelerator pedal position, 3 is a graph showing the progression of the accelerator pedal position as a function of time with an illustrated elevation, which enters the characteristic curve as a substitute accelerator pedal position;
  • Fig. 4 is a flowchart with the individual
  • the structure diagram of FIG. 1 includes various blocks 1 to 9, each representing a subsystem of the vehicle including the driver.
  • Block 1 symbolizes the driver who interacts with the vehicle.
  • the blocks 2b to 2d are for various sensors of environment sensors, which are designed for example as radar, Lidar- or infrared sensors or as video-based systems or may include a navigation system with stored road map.
  • the sensor information I sl to I S4 supplied by the surroundings sensor system 2 a to 2 d are fed to a block 3, in which a
  • Sensor data fusion is performed.
  • a situation detection in particular the detection of whether the vehicle is in a dangerous situation or approaches such.
  • the dangerous situation can be characterized, for example, by events lying outside the vehicle, for example by obstacles on the road.
  • a classification into different risk levels RSi, RS 2 , RS 3 ... Can be carried out in block 4, whereby the different risk levels each correspond to a different high risk potential.
  • the situation recognition block 4 communicates on the one hand with a block 6, in which an adaptation of the accelerator pedal characteristic is carried out, and on the other with a block 5, which is suitable for adaptation of other control systems in the vehicle stands, for example, brake systems, steering systems or engine electronics.
  • a block 6 in which an adaptation of the accelerator pedal characteristic is carried out
  • a block 5 which is suitable for adaptation of other control systems in the vehicle stands, for example, brake systems, steering systems or engine electronics.
  • Accelerator pedal characteristics have, so on the relationship between the requested engine torque and accelerator pedal operation.
  • the parameters to be adjusted are, for example, time parameters.
  • accelerator pedal parameters ascertained in block 6 are fed to a block 7, to which the actual and current accelerator pedal position s FP , which is generated by the driver by actuation of the accelerator pedal, is simultaneously supplied as an input variable.
  • the block 7 includes a so-called Vorhaltefunktion, in which, as described in Fig. 3 and 4, an increase of the requested engine torque by a corresponding increase of a replacement accelerator pedal position s FP , mOd is generated.
  • This substitute accelerator pedal position s FP , mOd is fed as input to the next block 8, which also contains the characteristics of the
  • Characteristic curve of the accelerator pedal characteristic is supplied from the block 6.
  • the block 8 contains the accelerator characteristic, ie the relationship between the requested engine torque M Mot and the accelerator pedal position, wherein not the actual accelerator pedal position but the substitute accelerator pedal position s FP , mOd is included in the characteristic curve.
  • the block 8 produces the requested engine torque M Mot , which is finally fed to the symbolized in block 9 engine control.
  • the accelerator pedal characteristic is shown, which is stored in Fig. 1 in block 8.
  • the accelerator characteristic curve establishes the relationship between the requested engine torque M Mot and the accelerator pedal position, the substitute accelerator pedal position s FP , mOd being shown in FIG. 2, analogous to block 8 from FIG. 1, on the ordinate, instead of the actual accelerator pedal position s FP is used to determine the requested motor torque M Mot .
  • Entered in Fig. 2 are three characteristics 10 to 12, wherein the characteristic curve 10 is designed as a straight line of origin, which increases up to a maximum value M Mot; max of the requested engine torque and then remains at this maximum value.
  • the linearly rising characteristic curve 10 designed as the straight line represents the basic or standard case in which the requested engine torque increases in proportion to the accelerator pedal position.
  • this rule which is shown by the progressively running characteristic curve 11 above the characteristic curve 10 and the declining-going characteristic curve 12 below the characteristic curve 10.
  • the progressive characteristic curve 11 during the increase of the accelerator pedal position, ie during the change of the accelerator pedal position results in a more agile driving behavior, whereas the degressive characteristic 12 causes a slower driving behavior due to the lower engine torque requirement.
  • the characteristic curves 11 and 12 are each composed of two straight sections and rise up to the maximum value M Mot; max of the torque request and then remain at this value. The course of the curves 11 and 12 is continuous, torque jumps are avoided.
  • FIG. 3 shows a time-dependent progression of the accelerator pedal position s FP or the modified substitute accelerator pedal position s FP , mOd .
  • the block 7 of FIG. 1 is shown with the Vorhaltefunktion , from which the modified accelerator pedal position s FP , mOd from the actual accelerator pedal position s FP is determined.
  • the Vorhaltefunktion block according to block 7 is exemplified as a PDTi filter.
  • T v the derivative time
  • T N another time parameter
  • the derivative time T v can either be specified as a constant variable or, depending on the situation, determined as a function of the situation, with a larger value for the derivative time T v being set by way of example in more risky situations in order to set a more agile driving method and faster response of the vehicle. Depending on the type of risky situation, however, it may also be appropriate to set a smaller value for the derivative time T v , for example in order to counteract an acceleration of the vehicle.
  • the course of the actual accelerator pedal position s FP is shown with a dashed line, the course of the modified replacement accelerator pedal position s FP , mOd against it with a solid line.
  • the replacement accelerator pedal position s FP , mOd has an overshoot relative to the actual accelerator pedal position s FP , but this is returned within a limited period of time, so that after expiration of this limited period, the replacement accelerator pedal position s FP , mOd with the actual accelerator pedal position coincides.
  • the elevation thus acts only for a short time.
  • Accelerator pedal position s FP designated.
  • Fig. 4 is a flowchart with the flow of the individual process steps for situation-dependent adaptation of
  • the information I sl , I s2 , I s3 , etc. is procured or provided via the environment by means of the environmental sensor system, wherein the environment sensor system various sensors such as radar, lidar or video-based systems as well as a GPS or navigation system may include.
  • the environment sensor system various sensors such as radar, lidar or video-based systems as well as a GPS or navigation system may include.
  • the type of road via the surroundings sensor, for example the fact whether the vehicle is moving on a country road, in the city or on a motorway, and obstacles on the road or preceding vehicles are detected.
  • a classification into different risk levels RS 1 is carried out in the next method step 21.
  • a discrete number of different risk levels is predetermined, in which depending on the value of the environment information I Sl, the current vehicle position is classified.
  • the average risk level indicates an overtaking process and the low risk level indicates a change in the road type.
  • step 22 corresponds to the block 7 of Fig. 1 and the characteristic curve of Fig. 3 in which the substitute accelerator pedal actuation s F p, m o d is determined.
  • the exaggerated elevation depends on the activated parameter set.
  • the requested engine torque M Mot is determined from the substitute accelerator pedal position s FP , mOd and taking into account the activated parameter set, whereby depending on activated parameter set a shift of the motor characteristic takes place in favor of a progressive or degressive course.

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

Abstract

L'invention concerne un procédé pour adapter en fonction de la situation la courbe caractéristique de pédale d’accélérateur dans un véhicule, d’après des informations décrivant l’environnement. Selon ce procédé, la modification du couple moteur s’effectue de façon progressive ou dégressive par rapport à une relation linéaire entre la position de la pédale d’accélérateur et le couple moteur requis.
PCT/EP2008/066106 2008-02-28 2008-11-25 Procédé pour adapter la courbe caractéristique de pédale d’accélérateur dans un véhicule WO2009106168A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008011607A DE102008011607A1 (de) 2008-02-28 2008-02-28 Verfahren zur Anpassung der Fahrpedalcharakteristik in einem Fahrzeug
DE102008011607.6 2008-02-28

Publications (1)

Publication Number Publication Date
WO2009106168A1 true WO2009106168A1 (fr) 2009-09-03

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PCT/EP2008/066106 WO2009106168A1 (fr) 2008-02-28 2008-11-25 Procédé pour adapter la courbe caractéristique de pédale d’accélérateur dans un véhicule

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DE (1) DE102008011607A1 (fr)
WO (1) WO2009106168A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2498929A (en) * 2012-01-25 2013-08-07 Jaguar Cars Adaptive control of vehicular i.c.engine; blending between different torque maps
DE102016222852A1 (de) 2016-11-21 2018-05-24 Audi Ag Kraftfahrzeug mit einem Automatikgetriebe

Families Citing this family (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009000080B4 (de) 2009-01-08 2019-03-07 Robert Bosch Gmbh Verfahren und Steuergerät zum Erkennen eines Fahrzustands eines Fahrzeugs
DE102010015291A1 (de) * 2010-04-17 2011-10-20 Gm Global Technology Operations Llc (N.D.Ges.D. Staates Delaware) Verfahren zur Steuerung eines Motors sowie Kraftfahrzeug
DE102012209788B4 (de) * 2012-06-12 2022-08-11 Zf Friedrichshafen Ag Steuergerät und Verfahren zur Ausgabe eines Steuersignals ansprechend auf ein eingelesenes Pedalauslenkungssignal
DE102012211592A1 (de) 2012-07-04 2014-01-09 Robert Bosch Gmbh Verfahren zum Überwachen einer Änderung eines Drehmoments eines Motors in einem Fahrzeug
DE102015209122A1 (de) * 2015-05-19 2016-11-24 Robert Bosch Gmbh Antriebsregelung für Schotterstrecken
DE102015011558A1 (de) 2015-09-02 2017-03-02 Man Truck & Bus Ag Verfahren und Vorrichtung zur Anpassung einer Fahrpedalkennlinie
FR3134058A1 (fr) * 2022-03-31 2023-10-06 Renault S.A.S Procédé de commande d’un véhicule automobile en zones à risques pour la sécurité routière

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DE4029976A1 (de) * 1989-09-21 1991-04-04 Nissan Motor Einrichtung und verfahren zur steuerung der betriebscharakteristik eines kraftfahrzeuges mit einem automatischen getriebe
DE19751306A1 (de) * 1996-11-19 1998-08-06 Nissan Motor Fahrzeugantriebskraft-Steuergerät
EP1334862A2 (fr) * 2002-02-07 2003-08-13 Bayerische Motoren Werke Aktiengesellschaft Procédé pour déterminer la demande de freinage ou de charge d'un conducteur d'un véhicule
DE10205039A1 (de) * 2002-02-07 2003-08-21 Bayerische Motoren Werke Ag Verfahren zum Bestimmen des vom Fahrer eines Kraftfahrzeugs vorgegebenen und an ein Fahrzeug-Antriebsaggregat weitergeleiteten Lastwunsches
WO2003074311A1 (fr) * 2002-03-07 2003-09-12 Josef Bergmeister Entrainement de vehicule, procedes d'entrainement de vehicule, commande de moteur et procedes de commande de moteur
DE102004061263A1 (de) * 2004-12-20 2006-07-06 Robert Bosch Gmbh Verfahren und Vorrichtung zur Kennlinienanpassung des Fahrpedals auf Basis von Fahrdynamikdaten
DE102005033087A1 (de) * 2005-07-15 2007-01-25 Robert Bosch Gmbh Verfahren und Vorrichtung zur Vermeidung von Auffahrunfällen
WO2007042931A1 (fr) * 2005-10-13 2007-04-19 Nissan Motor Co., Ltd. Systeme d'assistance a la conduite d'un vehicule
EP1849673A1 (fr) * 2006-04-28 2007-10-31 Nissan Motor Co., Ltd. Maintien de la distance entre véhicules

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4029976A1 (de) * 1989-09-21 1991-04-04 Nissan Motor Einrichtung und verfahren zur steuerung der betriebscharakteristik eines kraftfahrzeuges mit einem automatischen getriebe
DE19751306A1 (de) * 1996-11-19 1998-08-06 Nissan Motor Fahrzeugantriebskraft-Steuergerät
EP1334862A2 (fr) * 2002-02-07 2003-08-13 Bayerische Motoren Werke Aktiengesellschaft Procédé pour déterminer la demande de freinage ou de charge d'un conducteur d'un véhicule
DE10205039A1 (de) * 2002-02-07 2003-08-21 Bayerische Motoren Werke Ag Verfahren zum Bestimmen des vom Fahrer eines Kraftfahrzeugs vorgegebenen und an ein Fahrzeug-Antriebsaggregat weitergeleiteten Lastwunsches
WO2003074311A1 (fr) * 2002-03-07 2003-09-12 Josef Bergmeister Entrainement de vehicule, procedes d'entrainement de vehicule, commande de moteur et procedes de commande de moteur
DE102004061263A1 (de) * 2004-12-20 2006-07-06 Robert Bosch Gmbh Verfahren und Vorrichtung zur Kennlinienanpassung des Fahrpedals auf Basis von Fahrdynamikdaten
DE102005033087A1 (de) * 2005-07-15 2007-01-25 Robert Bosch Gmbh Verfahren und Vorrichtung zur Vermeidung von Auffahrunfällen
WO2007042931A1 (fr) * 2005-10-13 2007-04-19 Nissan Motor Co., Ltd. Systeme d'assistance a la conduite d'un vehicule
EP1849673A1 (fr) * 2006-04-28 2007-10-31 Nissan Motor Co., Ltd. Maintien de la distance entre véhicules

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2498929A (en) * 2012-01-25 2013-08-07 Jaguar Cars Adaptive control of vehicular i.c.engine; blending between different torque maps
GB2498929B (en) * 2012-01-25 2014-05-07 Jaguar Land Rover Ltd Adaptive control of internal combustion engine
US9555703B2 (en) 2012-01-25 2017-01-31 Jaguar Land Rover Limited Adaptive control of motor vehicle powertrain
US10081371B2 (en) 2012-01-25 2018-09-25 Jaguar Land Rover Limited Adaptive control of motor vehicle powertrain
DE102016222852A1 (de) 2016-11-21 2018-05-24 Audi Ag Kraftfahrzeug mit einem Automatikgetriebe

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