Method for Operating a Vehicle Operating Device, and Vehicle Operating Device

Abstract

A method is for operating a vehicle operating device. The vehicle operating device is for influencing a longitudinal and/or lateral movement of a vehicle. The vehicle operating device includes at least one operating unit, which can be manually actuated for controlling multiple vehicle functions. In at least one actuation state, in which one of the vehicle functions is actively controlled by the operating unit, at least one control variable of a non-actively controlled vehicle function is modified, such that an unintentional actuation and/or activation of the non-actively controlled vehicle function is impeded and/or prevented.

Claims

1. A method for operating a vehicle operating device for influencing a longitudinal and/or lateral movement of a vehicle, the vehicle operating device comprising at least one operating unit that can be actuated manually for controlling a plurality of vehicle functions of the vehicle, the method comprising: modifying at least one control variable of a non-actively controlled vehicle function in at least one actuation state of the at least one operating unit in which one of the vehicle functions is actively controlled using the at least one operating unit, such that unintentional actuation and/or activation of the non-actively controlled vehicle function is made more difficult and/or prevented.

2. The method according to claim 1, further comprising: determining and evaluating at least one degree of actuation of the actively controlled vehicle function for determining the actively controlled vehicle function.

3. The method according to claim 1, wherein the modification of the at least one control variable takes place (i) as a function of a degree of actuation of the actively controlled vehicle function, (ii) as a function of a driving state of the vehicle, and/or (iii) as a function of at least one environmental condition of the vehicle.

4. The method according to claim 1, further comprising: using at least one deadband for modifying the at least one control variable, wherein the deadband is applied to the at least one control variable, and wherein a width of the deadband is varied as a function of a degree of actuation of the actively controlled vehicle function, as a function of a driving state of the vehicle, and/or as a function of at least one environmental condition of the vehicle.

5. The method according to claim 1, further comprising: using at least one offset to modify the at least one control variable; applying the offset to the at least one control variable; and varying a level and/or a direction of the offset (i) as a function of a degree of actuation of the actively controlled vehicle function, (ii) as a function of a driving state of the vehicle, and/or (iii) as a function of at least one environmental condition of the vehicle.

6. The method according to claim 1, further comprising: using at least one modification factor, which is applied to the at least one control variable, to modify the control variable; and varying a value of the at least one modification factor (i) as a function of a degree of actuation of the actively controlled vehicle function, (ii) as a function of a driving state of the vehicle, and/or (iii) as a function of at least one environmental condition of the vehicle.

7. The method according to claim 1, further comprising: using at least one compensation torque and/or at least one compensation force to modify the at least one control variable; applying the at least one compensation torque and/or the at least one compensation force to the at least one control variable using an actuator; and varying a magnitude and/or a direction of the at least one compensation torque and/or the at least one compensation force (i) as a function of a degree of actuation of the actively controlled vehicle function, (ii) as a function of a driving state of the vehicle, and/or (iii) as a function of at least one environmental condition of the vehicle.

8. The method according to claim 1, further comprising: using at least one model of the at least one operating unit to modify the at least one control variable, the at least one model at least partially reproduces and/or replicates physical properties of the at least one operating unit.

9. The method according to claim 1, wherein the plurality of vehicle functions comprise at least one of a steering function, a braking function, an acceleration function, and/or a gear change function.

10. The method according to claim 1, wherein: the at least one operating unit for controlling the at least one first vehicle function is movably mounted and includes at least one pushbutton-shaped operating element configured to control at least one second vehicle function, the first vehicle function is controlled by a movement of the at least one operating unit and the second vehicle function is controlled by an actuation of the at least one operating element, and the at least one operating unit and the at least one operating element are decoupled from one another by the modification of the control variable such that, (i) when the first vehicle function is actively controlled by an intended movement of the at least one operating unit, an unintended actuation and/or activation of the second vehicle function is made more difficult and/or is prevented, and/or (ii) when the second vehicle function is actively controlled by an intended actuation of the at least one operating element, an unintended actuation and/or activation of the first vehicle function is made more difficult and/or is prevented.

11. The method according to claim 1, wherein: the at least one operating unit for controlling the vehicle functions comprises a plurality of pushbutton-shaped operating elements, the at least one first vehicle function is controlled by an actuation of a first operating element of the plurality of pushbutton-shaped operating elements and at least one second vehicle function is controlled by an actuation of a second operating element of the plurality of pushbutton-shaped operating elements, and the first and the second operating elements are decoupled from one another by the modification of the at least one control variable such that, (i) when the at least one first vehicle function is actively controlled by an intended actuation of the first operating element, an unintended actuation and/or activation of the at least one second vehicle function is made more difficult and/or is prevented, and/or (ii) when the at least one second vehicle function is actively controlled by an intended actuation of the second operating element, an unintended actuation and/or activation of the at least one first vehicle function is made more difficult and/or is prevented.

12. The method according to claim 1, wherein: the at least one operating unit for controlling the vehicle functions comprises a movably mounted operating element, the at least one first vehicle function is controlled by a movement of the operating element in a first direction of movement and at least one second vehicle function is controlled by a movement of the operating element in a second direction of movement, and the first and second directions of movement are decoupled from one another by the modification of the at least one control variable such that, (ii) when the at least one first vehicle function is actively controlled by an intended movement of the operating element in the first direction of movement, an unintended actuation and/or activation of the at least one second vehicle function is made more difficult and/or is prevented, and/or (ii) when the at least one second vehicle function is actively controlled by an intended movement of the operating element in the second direction of movement, an unintended actuation and/or activation of the at least one first vehicle function is made more difficult and/or is prevented.

13. The method according to of claim 1, wherein, in at least one further actuation state in which the vehicle functions of the plurality of vehicle functions are actively controlled simultaneously by the at least one operating unit, a reciprocal influence of the actively controlled vehicle functions on one another is modified.

14. The method according to claim 1, wherein a control unit comprising a computing unit is configured to carry out the method.

15. A vehicle operating device for influencing a longitudinal and/or lateral movement of a vehicle, comprising: at least one operating unit configured to be actuated manually, and configured to control a plurality of vehicle functions of the vehicle; and an adaptation unit configured (i) to modify at least one control variable of a non-actively controlled vehicle function in at least one actuation state of the at least one operating unit in which one of the vehicle functions is actively controlled by the at least one operating unit, and (ii) to modify at least one control variable of a non-actively controlled vehicle function, such that unintentional actuation and/or activation of the non-actively controlled vehicle function is made more difficult and/or prevented.

16. The vehicle operating device according to claim 15, wherein the adaptation unit comprises a computing unit.

17. The vehicle operating device according to claim 15, wherein the vehicle operating device is included in a motor vehicle.

Description

DRAWINGS

[0024] Further advantages result from the following description of the drawings. The drawing shows two exemplary embodiments of the invention.

Shown are:

[0025] FIG. 1 a vehicle with an exemplary vehicle operating device in a simplified illustration,

[0026] FIG. 2 a vehicle operating device in a detailed view,

[0027] FIG. 3 an exemplary flow chart with main method steps of a method for operating the vehicle operating device and

[0028] FIG. 4 an additional exemplary embodiment of a further vehicle operating device in a detailed view.

DESCRIPTION OF THE EXEMPLARY EMBODIMENTS

[0029] FIG. 1 shows an example of a vehicle 12a designed as a passenger vehicle in a simplified representation.

[0030] The vehicle 12a features a per se known drive system 34a. The drive system 34a comprises a vehicle drive, for example in the form of a drive motor (not shown), and a vehicle transmission with a plurality of shift stages (not shown), which cooperates with the drive motor and is in the form of an automatic transmission by way of example. The drive system 34a is configured to provide a drive functionality for moving the vehicle 12a in a longitudinal direction. In principle, however, a drive system could also be free of a vehicle transmission.

[0031] The vehicle 12a also features a per se known brake system 36a. The braking system 36a comprises a braking unit (not shown) designed in particular as a service brake. The brake system 36a is designed to provide a braking functionality for decelerating the vehicle 12a in longitudinal direction.

[0032] In addition, the vehicle 12a comprises a steering system 38a known per se. The steering system 38a is designed to provide a steering functionality for steering or moving the vehicle 12a in a lateral direction. In the present case, the steering system 38a is moreover configured as a steer-by-wire steering system, so that a steering input is transmitted exclusively electrically to the vehicle wheels in at least one operating state. In principle, however, a steering system could also be configured as a conventional steering system with a mechanical feedthrough and electrical steering assistance in the form of a servo steering system.

[0033] In addition, the vehicle 12a comprises a vehicle operating device 10a. The vehicle operating device 10a features an electrical connection to the drive system 34a and is provided for actuating the drive system 34a. The vehicle control device 10a also features an electrical connection to the braking system 36a and is provided for actuating the braking system 36a. Further, the vehicle operating device 10a features an electrical connection to the steering system 38a and is provided for actuating the steering system 38a. The vehicle operating device 10a is designed in the present case as a by-wire operating device and is provided for controlling a longitudinal and lateral movement of the vehicle 12a as well as a gear change function. Alternatively, however, a vehicle operating device could also be provided exclusively for controlling a longitudinal movement or a lateral movement of a vehicle. In addition, it is conceivable to dispense with the control of a gear shift function or to control other vehicle functions, for example a cruise control function, by means of a vehicle operating device.

[0034] The vehicle 12a also features a control unit 28a. The control unit 28a is designed as a central vehicle control unit. The control unit 28a features an electrical connection to the vehicle operating device 10a. The control unit 28a further features an electrical connection to the propulsion system 34a and the braking system 36a, and couples the vehicle operating device 10a to the propulsion system 34a and the braking system 36a. In addition, the control unit 28a features an electrical connection to the steering system 38a and couples the vehicle operating device 10a to the steering system 38a. The control unit 28a is provided to control the propulsion system 34a, the braking system 36a, and the steering system 38a in response to at least one signal from the vehicle operating device 10a.

[0035] The control unit 28a comprises a computing unit 30a for this purpose. The computing unit 30a comprises at least one processor (not depicted), for example in the form of a microprocessor, and at least one operating memory (not depicted). The computing unit 30a also comprises at least one operating program which is stored in the operating memory and includes at least one control routine, at least one calculation routine, at least one evaluation routine and at least one adaptation routine. Alternatively, however, a control unit could also be different from a central vehicle control unit. In this case, the control unit could, for example, be part of a drive system, part of a brake system, part of a steering system, or part of a vehicle operating device.

[0036] FIG. 2 shows a purely exemplary embodiment of the vehicle operating device 10a in a detailed representation. In the present case, the vehicle operating device 10a features a single, operating unit 14a that can be actuated manually, which is provided for lateral and longitudinal vehicle guidance and for controlling a gear change. The operating unit 14a is arranged in a passenger compartment of the vehicle 12a and is fixedly connected to the vehicle 12a. The operating unit 14a is designed as a by-wire operating unit. In addition, the operating unit 14a is designed in the present case as an integrated operating part and corresponds in particular to an operating unit disclosed in DE 10 2017 209 745 A1. Alternatively, however, a vehicle operating device could also be different from an integrated operating part and comprise, for example, several, separate operating units, with a first operating unit being provided for transverse vehicle guidance and a second operating unit being provided for longitudinal vehicle guidance.

[0037] The operating unit 14a comprises a base body 40a, in particular at least substantially spherical, and a plurality of separately formed operating elements 18a, 20a, in particular arranged on a surface of the base body 40a that can be actuated by a driver. The base body 40a is movably mounted and can be rotated and/or pivoted about a horizontally aligned axis 42a, particularly with respect to the vehicle 12a and/or a driver. In FIG. 2, the axis 42a is oriented vertically for purely illustrative reasons. A first vehicle function in the form of a steering function can be controlled by moving the operating unit 14a and in particular the base body 40a about the axis 42a. The operating elements 18a, 20a are pushbutton-shaped and, in the present example, are designed as buttons and/or pushbuttons. The operating elements 18a, 20a are arranged in such a way that a driver can actuate them with different fingers of the same hand. A first operating element 18a of the operating elements 18a, 20a is associated with the drive system 34a. By means of an actuation of the first operating element 18a, in particular a pressure actuation, a second vehicle function in the form of an acceleration function can be controlled. A second operating element 20a of the operating elements 18a, 20a is associated with the braking system 36a. A third vehicle function in the form of a brake function can be controlled by actuating the second operating element 20a, in particular by pressing it. Alternatively or additionally, a vehicle operating device could also comprise an operating element designed as a joystick and/or operating lever. Furthermore, an operating unit could comprise exactly one operating element, which could be provided for controlling a drive function and a brake function, for example as a function of an applied pressure. In addition, an operating unit could comprise more than two operating elements, with a third operating element being provided, for example, to control a gear shift function or a multimedia function.

[0038] Furthermore, in the present case, the vehicle operating device 10a comprises an actuator 16a. The actuator 16a is mechanically coupled to the operating unit 14a. The actuator 16a is exemplarily designed as a feedback actuator and is provided to detect signals, forces and/or torques from the operating unit 14a, in particular directly, and/or to transmit them to the operating unit 14a, in particular directly. In the present case, the actuator 16a is provided at least for generating a restoring torque to the operating unit 14a. For this purpose, the actuator 16a comprises at least one electric motor (not shown). Alternatively, however, an actuator could be different from a feedback actuator. An actuator could in principle also be omitted.

[0039] Integrating several vehicle functions into a single operating unit can lead to undesired interactions between the individual vehicle functions, as they are designed in such a way that one hundred percent decoupling cannot be guaranteed. For example, when the control input for the drive system 34a is actively changed, a control input for the steering system 38a may be simultaneously and unintendedly changed.

[0040] Therefore, in order to increase an operability and an operational safety, an exemplary method for operating the vehicle operating device 10a is described below. For this purpose, the vehicle operating device 10a comprises an adaptation unit 32a. The adaptation unit 32a is electrically and/or electronically designed and corresponds to the control unit 28a. The adaptation unit 32a is provided to provide a software-based algorithm for performing the method. Thus, in the present case, the computing unit 30a is provided for executing the method and, in particular, features a computer program with corresponding program code means for this purpose. Alternatively, however, an adaptation unit could also be designed separately from a control unit and, for example, feature its own computing unit for carrying out the method. Furthermore, it is also conceivable in principle to design an adaptation unit mechanically, for example with an elastic spring element.

[0041] In at least one actuation state in which one of the vehicle functions, i.e., in particular the steering function, the acceleration function and/or the braking function, is actively controlled by means of the operating unit 14a, at least one control variable of a non-actively controlled vehicle function is modified in such a way that unintentional actuation and/or activation of the non-actively controlled vehicle function is made more difficult and/or prevented. However, the control variable of the non-actively controlled vehicle function is modified in such a way that active control of this vehicle function and/or deliberate actuation and/or activation of this vehicle function is still possible.

[0042] To determine the actively controlled vehicle function, at least one degree of actuation of the actively controlled vehicle function, in particular of the operating unit 14a, of the first operating element 18a and/or of the second operating element 20a, is determined and evaluated. In principle, other actuation variables, such as an actuation torque, an actuation force and/or an actuation time, or other variables, such as a driving condition of the vehicle and/or environmental conditions of the vehicle, could of course also be determined and evaluated to determine an actively controlled vehicle function.

[0043] Further, the modification of the control variable of the non-actively controlled vehicle function is performed as a function of the degree of actuation of the actively controlled vehicle function, as a function of a driving condition of the vehicle 12a, and/or as a function of at least one environmental condition of the vehicle 12a. Preferably, a model of the operating unit 14a is used which at least partially reproduces and/or replicates the physical properties of the operating unit 14a.

[0044] There are several possibilities for modifying the control variable, which can be applied individually or combined with each other.

[0045] For example, a deadband, in particular a symmetrical or asymmetrical deadband, can be used to modify the control variable, which is applied to the control variable, with a width of the deadband being varied as a function of the degree of actuation of the actively controlled vehicle function, as a function of the driving state of the vehicle 12a and/or as a function of the environmental condition of the vehicle 12a. This makes it advantageously easy to adjust a triggering threshold for the non-actively controlled vehicle function.

[0046] Furthermore, an offset may be used to modify the control variable, which offset is applied to the control variable, wherein a magnitude and/or a direction or a sign of the offset is varied as a function of the degree of actuation of the actively controlled vehicle function, as a function of the driving state of the vehicle 12a, and/or as a function of the environmental condition of the vehicle 12a. This can also be used to advantageously adjust a triggering threshold for the non-actively controlled vehicle function.

[0047] Furthermore, a modification factor that is applied to the control variable may be used to modify the control variable, wherein a value of the modification factor is varied depending on the degree of actuation of the actively controlled vehicle function, depending on the driving state of the vehicle 12a, and/or depending on the environmental condition of the vehicle 12a. This makes it possible to achieve a particularly flexible and/or uniform adaptation of the control variable.

[0048] Furthermore, a compensation torque and/or a compensation force can also be used to modify the control variable, which compensation torque and/or compensation force is applied to the control variable by means of the actuator 16a, wherein a magnitude and/or a direction or a sign of the compensation torque and/or compensation force is varied as a function of the degree of actuation of the actively controlled vehicle function, as a function of the driving state of the vehicle 12a, and/or as a function of the environmental condition of the vehicle 12a. Hereby, a particularly exact adaptation of the control variable can be achieved by a flexible actuation of the actuator 16a.

[0049] According to the present exemplary embodiment, the operating unit 14a and the first operating element 18a are thus decoupled from each other by means of the modification of a first control variable in such a way that, when the first vehicle function, i.e., the steering function, is actively controlled, an unintended actuation and/or activation of the second vehicle function, i.e., the acceleration function, is made more difficult and/or prevented by an intended movement of the operating unit 14a. In addition, the operating unit 14a and the second operating element 20a are decoupled from each other by means of the modification of a second control variable in such a way that, when the first vehicle function, i.e., the steering function, is actively controlled, an unintended actuation and/or activation of the third vehicle function, i.e., the braking function, is made more difficult and/or prevented by an intentional movement of the operating unit 14a.

[0050] Furthermore, the operating elements 18a, 20a can also be decoupled from one another by means of the modification of a third control variable and/or the second control variable in such a way that, when the second vehicle function, i.e., the acceleration function, is actively controlled, an unintended actuation and/or activation of the third vehicle function, i.e., the braking function, is made more difficult and/or prevented by an intentional actuation of the first operating element 18a. Similarly, the operating elements 18a, 20a can be decoupled from one another by means of the modification of a fourth control variable and/or the first control variable in such a way that, when the third vehicle function, i.e., the braking function, is actively controlled, an unintended actuation and/or activation of the second vehicle function, i.e., the acceleration function, is made more difficult and/or prevented by an intentional actuation of the second operating element 20a.

[0051] Furthermore, it can be provided that in at least one further actuation state in which several of the vehicle functions are actively controlled, in particular simultaneously, by means of the operating unit 14a, for example a steering function and an acceleration function, a reciprocal influence of the actively controlled vehicle functions on one another is modified by reciprocal adaptation of a respective control variable. In addition, the individual modifications per control variable can be coordinated in this context, for example by means of a corresponding offsetting rule. In this case, an adaptation of the control variables can be carried out analogously to the previously described method, i.e., by means of a corresponding deadband with variable width, a corresponding offset with variable height and/or direction, a corresponding modification factor with a variable value and/or a corresponding compensation torque or force with variable height and/or direction.

[0052] In this context, it must be taken into account in particular that, for example, a ring finger and a middle finger of the same hand cannot usually be moved completely independently of each other and that a rotation of a forearm can in principle also lead to slight movements of the individual fingers. The method and the design of the vehicle operating device 10a can thus prevent, for example, that the steering movements cause simultaneous braking when accelerating out of a curve or that simultaneous steering occurs when accelerating. Accordingly, an unintended influence of the steering function by the acceleration and/or braking function and vice versa can be advantageously compensated.

[0053] FIG. 3 shows an exemplary flow chart with main method steps of the method for operating the vehicle operating device 10a.

[0054] In a first method step 50a, a vehicle function actively controlled by means of the operating unit 14a is determined. For this purpose, for example, the degree of actuation of the actively controlled vehicle function, i.e., in particular of the operating unit 14a, the first operating element 18a and/or the second operating element 20a, can be determined and evaluated. If the level of a control input, in particular applied by the driver, for actuation and/or activation of the vehicle function is above a default limit value, the vehicle function is assumed to be actively actuated.

[0055] In a second method step 52a, at least one control variable of a vehicle function not actively controlled by means of the operating unit 14a and advantageously of all vehicle functions not actively controlled by means of the operating unit 14a is modified in such a way that unintentional actuation and/or activation of the vehicle function or vehicle functions not actively controlled is/are made more difficult and/or prevented. For this purpose, a deadband, an offset, a modification factor, a compensation torque and/or a compensation force can be applied to the control variable, for example, taking into account a degree of actuation of the actively controlled vehicle function, a driving state of the vehicle 12a and/or at least one environmental condition of the vehicle 12a.

[0056] The exemplary flowchart in FIG. 3 is only intended to describe a method of operating the vehicle operating device 10a by way of example. In particular, individual method steps can also vary, or additional method steps can be added.

[0057] FIG. 4 shows a further exemplary embodiment of the invention. The following description and the drawings are substantially limited to the differences between the exemplary embodiments, whereby reference can basically also be made to the drawings and/or the description of the other exemplary embodiments, in particular FIGS. 1 through 3, with respect to identically designated components, in particular with respect to components having the same reference characters. In order to distinguish between the exemplary embodiments, the letter a has been added to the reference characters for the exemplary embodiment in FIGS. 1 through 3. In the exemplary embodiment of FIG. 4, the letter a is replaced by the letter b.

[0058] The further exemplary embodiment of FIG. 4 differs from the previous exemplary embodiment at least substantially in a design of an operating unit 14b of a vehicle operating device 10b.

[0059] In this case, the operating unit 14b comprises a single operating element 22b having an elongated base body. The operating element 22b is designed as a joystick and/or control lever. The operating element 22b is movably mounted and can be tilted and/or pivoted in a plurality of directions of movement 24b, 26b. By means of a movement of the operating element 22b in a first direction of movement 24b, a first vehicle function in the form of a steering function can be controlled. Furthermore, at least a second vehicle function in the form of an acceleration and/or braking function can be controlled by means of a movement of the operating element 22b in a second direction of movement 26b aligned perpendicular to the first direction of movement 24b. In principle, the operating element in this case could also be tiltable and/or swiveling only in one direction of movement or about one axis and comprise additional pushbutton-shaped operating elements, for example for an acceleration function or braking function.

[0060] According to the present exemplary embodiment, the directions of movement 24b, 26b are decoupled from each other by means of a modification of a control variable in such a way that, when the first vehicle function, i.e., the steering function, is actively controlled by an intended movement of the operating element 22b in the first direction of movement 24b, an unintended actuation and/or activation of the second vehicle function, i.e., the acceleration and/or braking function, is made more difficult and/or prevented by an unintentional movement of the operating element 22b in the second direction of movement 26b. In addition, the directions of movement 24b, 26b are decoupled from one another by means of a modification of a further control variable in such a way that, when the second vehicle function, i.e., the acceleration and/or braking function, is actively controlled by an intended movement of the operating element 22b in the second direction of movement 26b, an unintended actuation and/or activation of the first vehicle function, i.e., the steering function, by an unintentional movement of the operating element 22b in the first direction of movement 24b is made more difficult and/or prevented.

[0061] Alternatively, a vehicle operating device could also comprise at least one pushbutton-shaped operating element or several pushbutton-shaped operating elements in this case, which could be provided, for example, for controlling a gear shift function or a multimedia function.