Data processing: vehicles – navigation – and relative location – Vehicle control – guidance – operation – or indication
Reexamination Certificate
1998-07-09
2001-08-21
Cuchlinski, Jr., William A. (Department: 3661)
Data processing: vehicles, navigation, and relative location
Vehicle control, guidance, operation, or indication
C701S079000, C701S085000
Reexamination Certificate
active
06278911
ABSTRACT:
FIELD OF THE INVENTION
The present invention relates to a method for recognizing a spontaneous demand by a driver of a motor vehicle for a dynamic response.
RELATED TECHNOLOGY
A method for recognizing a spontaneous demand may be performed using, for example, a kickdown switch. A switch of this type recognizes the end position of a gas pedal or accelerator. From this position, it may deduced that the vehicle driver desires a maximum acceleration. An intervention is then carried out in an engine/transmission management system in order to reach a maximum vehicle acceleration. To that end, in the case of an automatic transmission, for example, a gear downshift is performed automatically. In this connection, instead of the attainment of a predefined angular position of the accelerator, it is also known to the applicant to evaluate the velocity with which the accelerator is actuated.
In this context, the threshold is rigidly predefined, and must be exceeded by each vehicle driver in the same manner, regardless of his/her driving style.
German Patent No. 33 41 652 C2 discloses adapting the threshold values of the actuation of an accelerator, in response to which values a gear downshift is performed to attain better acceleration, to the driving technique, i.e. to the normal actuation of the accelerator by the vehicle driver. In this case, given a driving technique recognized as sporty, a gear downshift is performed earlier. This means that the threshold values are lowered. Thus, to attain better acceleration, a gear downshift is performed in response to a lesser extent of actuation of the accelerator in the case of a driving technique recognized as sporty than in the case of a driving technique recognized as steady.
SUMMARY OF THE INVENTION
The present invention relates to a method which makes it possible to recognize a spontaneous demand by the vehicle driver for a dynamic response, i.e. the demand for maximum acceleration. The present invention thus provides a method in which, when comparing the extent of actuation to a threshold value, allowance is made for how the vehicle driver normally actuates the operating device. When a driving technique is detected as sporty, a greater extent of actuation is then required in order for a spontaneous dynamic-response demand to be recognized than for a driving technique detected as steady. The dynamic response demand is recognized when the extent of actuation exceeds the threshold value.
Advantageously, this makes it possible to distinguish between a vehicle driver having a smooth driving style, and a driver with a sportier driving style. In other words, with a rigidly set threshold value discussed above as related technology, it is only possible to set the threshold value optimally for one certain type of vehicle driver. Thus if the vehicle is adjusted to a driver having a sportier driving style, the operating device will be actuated by a comparatively forceful actuation before a spontaneous demand for a dynamic response is recognized. Such a design may lead to difficulties for drivers having a steadier or smoother driving style, because they will not actuate the actuating device forcefully enough, even when they want a spontaneous demand for a dynamic response. On the other hand, if the threshold value is adjusted to a vehicle driver having a steadier driving style, then it can occur that a driver having a sportier driving style will actuate the operating device such that a spontaneous demand for a dynamic response is recognized, although a normal driving situation for this driver still exists.
The operating device may be the accelerator. It thus is advantageously immediately recognized whether a spontaneous demand exists for a dynamic response based on an actuation of the accelerator. The velocity with which the accelerator is actuated, and, in particular, the actuating direction, are advantageously evaluated. That is to say, a spontaneous demand for a dynamic response is only recognized when the accelerator is moved in the direction of an acceleration.
The manner in which the vehicle driver normally actuates the operating device may be taken into account, in that the extent of actuation of the operating device is continuously ascertained, and a statistical evaluation is carried out with regard to the extent of actuation, at least in certain driving situations.
For example, the evaluation with respect to certain driving situations can be carried out using the method in German Patent Application DE 44 01 416 A1 (hereby incorporated by reference herein), according to which various driving styles are each described according to a plurality of characteristic numerals. In so doing, the characteristic numerals for the longitudinal acceleration, the transverse acceleration and the deceleration are evaluated separately. Advantageously, the characteristic numeral for the longitudinal acceleration is drawn upon for utilization in the method of the present invention. In so doing, it is possible to advantageously draw upon the accelerations during which the motor vehicle is accelerated by approximately 10 km/h. For example, the maximum accelerator velocity can be ascertained for each of these vehicle accelerations, and be appropriately further processed for the statistical evaluation. Moreover, these values are not distributed normally, because a driver can step on the accelerator arbitrarily slowly, but not arbitrarily quickly. For example, the median (med) and the standard deviation (sig) can be determined. The individual sensitivity of the vehicle driver (emp) can be calculated according to the formula: emp=med+sig * f, where f is a sensitivity factor, so that the sensitivity of the algorithm is adjusted with the factor f.
The values of the more recent past may receive a greater weighting during the evaluation than the values of the more distant past. In this manner, the method of the present invention is also advantageously adapted to a changing driving style of the vehicle driver, or even to a different driver.
The detected angular position of the accelerator also may be filtered and differentiated, the filtering being forestalled in the event the accelerator is released with an angular velocity above a threshold value.
Filtering can suppress short-duration signal fluctuations for the evaluation. Because filtering is forestalled in response to a quick release of the accelerator, vehicle decelerations which may be desired are realized as quickly as possible.
Given a recognized demand for a dynamic response, the demand may last for a period of time, this time being longer in the case of a sporty driving technique than for a steady driving technique. Thus, an abrupt change in the vehicle performance is advantageously avoided. In the same way, the individual driving style is again taken into account here, as well.
In addition, a variable or a bit may be set for the recognized dynamic-response demand, this variable or the bit being set as soon as the dynamic-response demand is recognized. The variable or the bit is reset as soon as the conditions of the dynamic-response demand no longer exist and the accelerator angle equals 0. Thus, the method of the present invention is easily executable on a microprocessor. As the variable or the bit is first set back when the accelerator angle equals 0, “jumps” or sudden changes in the vehicle performance can be avoided. This improves both travel comfort and travel safety.
A value as well may formed using the extent of the actuation of the operating device and the extent of the normal actuation of the operating device, the value being compared to the threshold value. Thus, allowance is made for the individual driving style by adapting the value, which is compared to the threshold value, to the individual driving style.
The threshold value also may altered as a fiction of the driving technique of the vehicle driver. This can be carried out in place of, or in addition to changing the value to be compared to the threshold value discussed above. Implementation of these features makes it possible to take the
Gimmler Helmut
Heindinger Andreas
Kuhn Klaus-Peter
Cuchlinski Jr. William A.
Daimler-Benz Aktiengesellschaft
Kenyon & Kenyon
Marc-Coleman Marthe Y.
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