METHOD AND DEVICE FOR OPERATING A DRIVE SYSTEM FOR A MOTOR VEHICLE INCLUDING AN ACCELERATION MONITORING SYSTEM

Abstract

A method for operating a drive system including a drive engine for a motor vehicle, including carrying out an acceleration monitoring of the motor vehicle; switching to an alternative monitoring when a signal, which is relevant for the acceleration monitoring and for which a substitute signal exists, does not exist or has failed, and when a driver input which is below a predefined threshold value is specified, and/or a braking intent is specified.

Claims

1. A method for operating a drive system including a drive engine for a motor vehicle, comprising: carrying out an acceleration monitoring of the motor vehicle; and switching to an alternative monitoring i) when a signal, which is relevant for the acceleration monitoring and for which a substitute signal exists, does not exist or has failed, and ii)when at least one of a driver input which is below a predefined threshold value is specified, and a braking intent is specified.

2. The method as recited in claim 1, wherein the alternative monitoring is switched to when a signal, which is relevant for the acceleration monitoring and for which a substitute signal exists, does not exist or has failed and when an unintentional acceleration of the motor vehicle is detected on the basis of the substitute signal.

3. The method as recited in claim 1, wherein the alternative monitoring is not switched to when an unintentional acceleration of the vehicle is not detected on the basis of the substitute signal and when a driver input which is above the predefined threshold value is simultaneously specified, and a braking intent is not present.

4. The method as recited in claim 1, wherein the alternative monitoring includes a limitation of the engine speed to a value which is dependent on the driver input.

5. The method as recited in claim 1, wherein the alternative monitoring includes a limitation of the engine torque to a value which is dependent on the driver input.

6. The method as recited in claim 1, wherein the signal which is relevant for the acceleration monitoring corresponds to a longitudinal acceleration signal detected by an acceleration sensor, and the substitute signal corresponds to a substitute acceleration signal ascertained by a separate speed sensor, the separate sensor being a wheel speed sensor on a primary or secondary axle.

7. A device for operating a drive system including a drive engine for a motor vehicle, wherein the device is designed to: carry out an acceleration monitoring of the vehicle; and switch to an alternative monitoring i) when a signal, which is relevant for the acceleration monitoring and for which a substitute signal exists, does not exist or has failed, and ii) when at least one of a driver input which is below a predefined threshold value is specified, and a braking intent is specified.

8. A drive system, comprising: a drive engine; and a device designed to carry out an acceleration monitoring of a vehicle, and switch to an alternative monitoring i) when a signal, which is relevant for the acceleration monitoring and for which a substitute signal exists, does not exist or has failed, and ii) when at least one of a driver input which is below a predefined threshold value is specified, and a braking intent is specified.

9. A non-transitory machine-readable storage medium on which is stored a computer program for operating a drive system including a drive engine for a motor vehicle, the computer program, when executed by a computer, causing the computer to perform: carrying out an acceleration monitoring of the motor vehicle; and switching to an alternative monitoring i) when a signal, which is relevant for the acceleration monitoring and for which a substitute signal exists, does not exist or has failed, and ii)when at least one of a driver input which is below a predefined threshold value is specified, and a braking intent is specified.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Specific embodiments are described in greater detail in the following with reference to the figures.

[0026] FIG. 1 shows a schematic representation of a drive system for a motor vehicle.

[0027] FIG. 2 shows a flow chart for illustrating a monitoring function for operating the drive system including an alternative monitoring system.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS

[0028] FIG. 1 shows a schematic representation of a drive system 1 including a drive engine 2 including an output shaft 3 which is coupled via a clutch 4 and a transmission 5 to a drive shaft 6 for driving drive wheels 7. Drive engine 2 may be designed as an internal combustion engine, in particular as an air-guided internal combustion engine, and may be operated by an engine control unit 10.

[0029] Engine control unit 10 may be coupled to an accelerator pedal 11 in order to receive a piece of information regarding an accelerator pedal position which specifies a driver input, e.g., in the form of a driver-input torque desired by the driver. During regular operation, the driver input resulting from the accelerator pedal position is converted, in engine control unit 10, into a set point torque according to torque path functions, and the set point torque is specified to control output stages, corresponding to a fuel injection quantity for controlling fuel injectors of internal combustion engine 2.

[0030] A monitoring function which may carry out an acceleration monitoring of the torque path functions is provided. In an acceleration-based monitoring, a check is carried out to determine whether the acceleration of the motor vehicle, in which drive system 1 is utilized, does not exceed (or does so by no more than a tolerance value) a permissible acceleration. For this purpose, an actual vehicle longitudinal acceleration which is measured and made available as a longitudinal acceleration signal, e.g., with the aid of an acceleration sensor 12 (inertial sensor), is compared with the permissible acceleration. The permissible acceleration may be calculated from the driver input, the requirements of driver assistance systems and external control units, braking torques, a rotational acceleration of drive train 6 and wheels 7, which is calculated from measured rotational speeds, and tractional resistances. If an increase results, from which it may be inferred that an unintentional acceleration of the motor vehicle is taking place, an alternative monitoring is switched to or an error response operating mode is engaged.

[0031] It may be provided that the monitoring function is carried out on the basis of a substitute signal if a signal required for the acceleration monitoring fails. As substitute signals for the monitoring-relevant signals, i.e., the longitudinal acceleration signal for the vehicle longitudinal acceleration and the speed signal for the vehicle speed, which are determined with the aid of the signal from acceleration sensor 12, the substitute acceleration signal may be used, which results from the wheel speed of a secondary axle 14, i.e., a non-driven wheel axle, or the substitute speed signal may be used, which results from the wheel speed of secondary axle 14. For this purpose, a wheel speed sensor 13 may be provided on secondary axle 14 in order to measure a wheel speed or wheel acceleration. Wheel speed sensor 13 may be situated at the drive wheels or on a secondary axle 14 which is not driven.

[0032] In addition, a brake pedal 14 or any other type of device may be provided in order to communicate a braking intent to control unit 10.

[0033] In control unit 10, both the acceleration monitoring as well as the alternative monitoring is carried out, and control for the error operation mode is carried out. The method for operating the acceleration monitoring system is schematically represented in the flow chart in FIG. 2.

[0034] The following description relates to a method which is based on a conventional acceleration monitoring of the motor vehicle. The acceleration monitoring is based on a comparison between an actual and a permissible acceleration using a torque-based, acceleration-based and/or power- or energy-based conversion.

[0035] In step S1, the acceleration monitoring is carried out in a conventional manner. If an error is detected therein, an error operation mode is engaged, which provides for, e.g., an emergency operation or a shutoff of engine system 1.

[0036] In step S2, a check is carried out within the scope of the acceleration monitoring to determine whether a signal, which is relevant for the acceleration monitoring, is faulty or has failed. If a sensor, such as, e.g., acceleration sensor 12, has failed (alternative: Yes), the longitudinal acceleration signal originally provided for determining the vehicle acceleration on the basis of the vehicle longitudinal acceleration is not available and the method is continued with step S3; otherwise (alternative: No) the method returns to step S1.

[0037] If a signal, which is relevant for the acceleration monitoring, has failed, then, instead, a vehicle acceleration of the vehicle may be derived from wheel speed sensor 13, which is provided as a substitute acceleration signal, and so there is no need to automatically switch to the error operation mode. The vehicle acceleration in the form of the substitute acceleration signal may be fairly precisely determined from wheel speed sensor 13 for the cases in which the motor vehicle moves on a level road section and the wheels are not blocked by brakes. For travel on uphill grades and downhill grades, however, the vehicle acceleration calculated from the wheel speeds differs from the vehicle longitudinal acceleration determined by acceleration sensor 12, since the acceleration components caused by gravity are also included in the substitute acceleration signal which is ascertainable from the wheel speeds. In order to safely and robustly monitor for unintentional acceleration despite these differences between the longitudinal acceleration signal and the substitute acceleration signal, which was ascertained as a substitute, an adaptation of the monitoring method is necessary.

[0038] The vehicle acceleration, which is established as a substitute acceleration signal via wheel speed sensor 13, generally corresponds, during travel on a level road section, to the actual vehicle longitudinal acceleration. If an impermissible acceleration is then detected in the acceleration monitoring system on the basis of the vehicle acceleration determined from the alternatively ascertained substitute acceleration signal, it must be assumed that the acceleration is actually unintentional and the alternative monitoring must be carried out. However, it is not possible to establish that traveling is taking place on a level road section based solely on the substitute acceleration signal.

[0039] If the vehicle is traveling on a downhill grade, the substitute acceleration signal is greater than the longitudinal acceleration signal would be, provided an acceleration sensor is available and functional, due to the additionally acting component of gravity due to the downhill grade. Therefore, it cannot be differentiated whether there is an impermissible acceleration in the horizontal or on a slight downhill grade, or if there is error-free operation and on a steeper downhill grade. Since travel on a level road section and travel on a downhill grade may not be differentiated on the basis of the substitute acceleration signal, a switch to the alternative monitoring takes place independently thereof when an impermissible acceleration is detected.

[0040] When the substitute acceleration signal indicates lower vehicle acceleration than the longitudinal acceleration signal during travel on an uphill grade, an impermissible acceleration may be detected only with a delay. If the vehicle acceleration indicated by the substitute acceleration signal is only so great that the overall acceleration during travel on the uphill grade is less than or equal to the vehicle acceleration which would result in the case of an identical driver input in a case of error-free operation during travel on a level road section, the vehicle acceleration cannot be detected. If the impermissible absolute value is greater, then only the absolute value which exceeds the permissible acceleration during travel on a level road section may result in an error detection, which is possibly greatly delayed.

[0041] A high unintentional acceleration may also be detected during travel on an uphill grade, since the component of the acceleration resulting from gravity is significantly less than the component of the actual acceleration of the motor vehicle. Therefore, when an impermissible acceleration occurs on an uphill grade and, due to the use of a substitute acceleration signal, cannot be detected, or may only be detected after a long delay, it may be assumed that the resultant acceleration is low enough that the driver may respond thereto in a timely manner by discontinuing the actuation of the accelerator pedal or by actuating the brakes, without a safety-critical state being reached.

[0042] For this purpose, a check is carried out in step S3 to determine whether the acceleration monitoring based on the substitute signal results in an error. If this is the case (alternative: Yes), the error operation mode is engaged in step S4 and appropriate measures are implemented. Otherwise, the method is continued with step S5.

[0043] In step S5, a check is carried out to determine whether the driver is specifying a driver input which is less than a predefined threshold value, or is specifying a braking intent. If this is the case (alternative: Yes), the method is continued with the error operation mode being engaged in step S4. Otherwise (alternative: No), the method is continued with step S6. Since a compensation of an unintentional acceleration by a brake actuation during travel on an uphill grade cannot be reliably differentiated from a normal braking operation during travel on a level road section, a switch to the alternative monitoring always takes place in the event of a braking intent by the driver.

[0044] The monitoring function therefore provides that the monitoring function is carried out on the basis of the substitute signal when a signal, which is relevant for the acceleration monitoring and for which a substitute signal exists, has failed. If an error is detected in this case or if a driver input which is below a predefined threshold value is detected, or if an actuation of brake pedal 14 is detected, a switch to the alternative monitoring takes place.

[0045] In step S6, the alternative monitoring is exited again. In this way, the alternative monitoring may be exited again when the monitoring function does not detect an erroneous acceleration of the motor vehicle on the basis of the substitute acceleration signal, and a greater driver input is present.

[0046] As compared to the previous monitoring method, in which the alternative monitoring is always switched to when an error occurs, in the method described above, the alternative monitoring is necessarily switched to significantly less often in the event of a failure of a signal which is relevant for the acceleration monitoring and for which a substitute signal exists. In addition, the method may be carried out cyclically, so that an alternative monitoring which has already been engaged may be exited again when the acceleration monitoring system no longer reports that a limit has been exceeded, and a driver input which is above the predefined threshold value is present, and a braking intent is not present.