Control Unit and Method for Preventing an Undesired Vehicle Motion

Abstract

A method and a corresponding device are provided for preventing an undesired vehicle motion during an automatic switch-off process of a drive machine in a motor vehicle. An automatic switch-off process is initiated by a start-stop apparatus before the standstill is reached if the motor vehicle is braked because of a deceleration request and the speed of the vehicle is less than a specified first speed threshold. A brake pressure of suitable magnitude is caused to be locked-in in the brake system even before the vehicle reaches the standstill if a first signal indicating that the vehicle standstill will soon be reached and a second signal indicating that an inability of the drive machine to operate in a self-sustaining manner will soon be reached are acquired because of an initiated automatic switch-off process of the drive machine.

Claims

1. A control unit for preventing an undesired vehicle motion during an automatic switch-off process of a drive machine in a motor vehicle, wherein the automatic switch-off process is initiated via a start-stop device before a standstill is reached if the motor vehicle is braked because of a deceleration request, and a speed of the vehicle is less than a predefined first speed threshold, so that the drive machine is switched off approximately as the vehicle reaches the standstill, the control unit comprising: a first module that acquires a first signal indicating that the vehicle standstill will soon be reached a second module that acquires a second signal indicating that an inability of the drive machine to operate in a self-sustaining manner will soon be reached because of the initiated automatic switch-off process of the drive machine; and a logic that causes a brake pressure of a suitable level in the braking system to be locked in when the first and second signals are acquired.

2. The control unit as claimed in claim 1, further comprising: a third module that acquires a third signal relating to the speed falling below a predefined second speed threshold, wherein locking-in of the brake pressure at a suitable level is caused if the third signal is additionally acquired.

3. The control unit as claimed in claim 2, further comprising: a fourth module that acquires a fourth signal relating to a predefined slope threshold being exceeded, wherein locking-in of the brake pressure at a suitable level is caused if the fourth signal is additionally acquired.

4. The control unit as claimed in claim 3, further comprising: a fifth module that acquires a fifth signal relating to a brake pedal actuation, wherein locking-in of the brake pressure at a suitable level is caused when a release of the brake pedal or a released brake pedal is additionally acquired.

5. The control unit as claimed in claim 1, further comprising: a fourth module that acquires a fourth signal relating to a predefined slope threshold being exceeded, wherein locking-in of the brake pressure at a suitable level is caused if the fourth signal is additionally acquired.

6. The control unit as claimed in claim 1, further comprising: a fifth module that acquires a fifth signal relating to a brake pedal actuation, wherein locking-in of the brake pressure at a suitable level is caused when a release of the brake pedal or a released brake pedal is additionally acquired.

7. The control unit as claimed in claim 4, wherein the level of the brake pressure is predefinable as a function of the slope.

8. The control unit as claimed in claim 1, wherein the level of the brake pressure is predefinable as a function of the slope.

9. The control unit as claimed in claim 7, wherein the locked-in brake pressure is withdrawn if a sixth signal relating to a defined drive torque of the drive machine being exceeded is acquired.

10. The control unit as claimed in claim 4, wherein the locked-in brake pressure is withdrawn if a sixth signal relating to a defined drive torque of the drive machine being exceeded is acquired.

11. The control unit as claimed in claim 1, wherein the locked-in brake pressure is withdrawn if a sixth signal relating to a defined drive torque of the drive machine being exceeded is acquired.

12. A method for preventing an undesired vehicle motion during an automatic switch-off process of a drive machine in a motor vehicle, wherein, via a start-stop device, an automatic switch-off process is initiated before a standstill is reached if the motor vehicle is braked because of a deceleration request and a speed of the vehicle is less than a predefined first speed threshold, so that the drive machine is switched off approximately as the vehicle standstill is reached, the method comprising the acts of: acquiring a first signal indicating that the vehicle standstill will soon be reached; acquiring a second signal indicating that an inability of the drive machine to operate in a self-sustaining manner will soon be reached because of the initiated automatic switch-off process of the drive machine; and causing a brake pressure of suitable level in the braking system to be locked in if the first and second signal are acquired.

13. The method as claimed in claim 12, further comprising the act of: acquiring a third signal relating to the speed falling below a predefined second speed threshold, wherein locking-in of the brake pressure at a suitable level is caused if the third signal is additionally acquired.

14. The method as claimed in claim 13, further comprising the act of: acquiring a fourth signal relating to a predefined slope threshold being exceeded, wherein locking-in of the brake pressure at a suitable level is caused if the fourth signal is additionally acquired.

15. The method as claimed in claim 14, further comprising the act of: acquiring a fifth signal relating to a brake pedal actuation, wherein locking-in of the brake pressure at a suitable level is caused when a release of the brake pedal or a released brake pedal is additionally acquired.

16. The method as claimed in claim 15, wherein the level of the brake pressure is predefinable as a function of the slope.

17. The method as claimed in claim 15, wherein the locked-in brake pressure is withdrawn if a sixth signal relating to a defined drive torque of the drive machine being exceeded is acquired.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0026] FIG. 1 is a schematic diagram showing an interconnection of various control and functional units in order to illustrate an embodiment of the invention.

[0027] FIG. 2 shows a detailed illustration of a control unit according to an embodiment of the invention for preventing an undesired vehicle motion during an automatic switch-off process of a drive machine.

DETAILED DESCRIPTION OF THE DRAWINGS

[0028] FIG. 1 shows, as a central element, a control unit DSC, which receives various input signals sdme, svS, sBP and sstS and sends out drive signals s1 and s2 to brake actuators BrA. In detail, for this purpose the control unit DSC is connected to a motor control device DME, at least one speed sensor vS, a brake pedal sensor BP and a sensor evaluation unit stS for determining the slope, in such a way that the control unit DSC can acquire a signal sdme from the motor control unit DME, a speed signal svS from the at least one speed sensor vS, a brake pedal actuation signal sBP from the brake pedal sensor, and a slope signal sstS from the sensor evaluation unit stS.

[0029] The sensor evaluation unit stS can either be a slope sensor, which can detect the slope by use of sensors, or a combination of an acceleration sensor with an appropriate evaluation unit for determining the slope by calculation from a signal from the acceleration sensor. Thus, in the case of an acceleration sensor which is able to measure accelerations in the x, y and z directions, the slope of the roadway can be determined, at least approximately, from the measured acceleration in the x direction, by using appropriate algorithms and taking into account the motor torque present, the deceleration behavior (calculated from the derivative of the wheel speeds) and possibly further input parameters.

[0030] Instead of a single speed sensor vS for determining the vehicle speed, it is also possible for a plurality of individual speed sensors (e.g. four) to be installed on the wheels of the vehicle, wherein the vehicle speed is determined from the signals from all the speed sensors by use of a suitable method.

[0031] Likewise, instead of a brake pedal actuation sensor BP, the brake pedal actuation signal sBP can be determined from a measured driver pilot pressure built up by the driver via the brake pedal.

[0032] These signals sdme, svS, sBP and sstS are evaluated in the control unit DSC to see whether, in order to prevent an undesired vehicle motion during an automatically initiated switch-off process of the drive machine, locking-in of the brake pressure (at a suitable level) must be carried out or when the locked-in brake pressure can be withdrawn again. If the brake pressure is to be locked in, the control unit DSC sends a signal s1 to the brake actuators BrA locking in the brake pressure, wherein the signal s1 also already contains the information as to the level at which the brake pressure is to be locked in. If the brake pressure is to be withdrawn, a signal s2 is sent to the brake actuators.

[0033] FIG. 2 shows a detailed illustration of a control unit DSC according to the invention. As already explained with respect to FIG. 1, the control unit DSC is supplied with various input signals sdme, svS, sBP and sstS, which are taken into account appropriately in the control unit DSC.

[0034] In particular, provided in the control unit DSC is a first module M1, which detects a signal Tv0 relating to the time of the imminent vehicle standstill, which in turn can be determined by taking the speed signal svS into account. If the determined time or the determined time period Tv0 is less than a predefined first time period limiting value T1 (e.g. less than 500 ms), the fact that the vehicle standstill will be reached soon (Tv0<T1) is detected and a signal “1” is sent to an AND logic unit &.

[0035] Also provided is a second module M2, which detects a signal sdme indicating that the inability of the drive machine to operate in a self-sustaining manner will soon be reached. This signal is determined in the motor control unit and transmitted from there to the critical control unit DSC. If this signal sdme is acquired, a signal “1” is sent to an AND logic unit &. Alternatively, the motor control device can also transmit a general signal about the time at which the inability of the drive machine to operate in a self-sustaining manner will be reached. The critical control unit DSC would then determine when the time of reaching the inability to operate in a self-sustaining would be less than a predetermined second time period limiting value. As soon as this has been determined, the fact that the inability of the drive machine to operate in a self-sustaining manner s will soon be reached would be detected and a signal “1” is sent to the AND logic unit &.

[0036] Also provided is a third module M3, which acquires a speed signal svS. If the acquired speed svS is less than a predefined speed threshold VGW, the fact that the speed has fallen below the predefined speed threshold (svS<VGW) is therefore detected, a signal “1” is likewise sent to the AND logic unit &.

[0037] Also provided is a fourth module M4, which acquires a slope signal sstS. If the acquired slope sstS is greater than a predefined slope threshold ST1, the fact that the predefined slope threshold ST1 has been exceeded (sstS>ST1) is detected and a signal “1” is likewise sent to the AND logic unit &.

[0038] Also provided is a fifth module M5, which acquires a signal sBP for determining the position of the brake pedal. If the acquired signal sBP is zero, the fact that the brake pedal has been released is detected and a signal “1” is likewise sent to the AND logic unit &.

[0039] Finally, a sixth module M6 is also provided, which sends a “0” to the AND logic unit & when it is established that the control unit DSC sends out a signal s1 and the drive machine provides a motor torque Mmot which is greater than a predefined limiting value GW. The limiting value GW is defined in such a way that, when the limiting value GW is exceeded, the drive torque Mmot is so high that the vehicle at least cannot roll backward because of the drive torque Mmot. This limiting value GW depends on the slope and vehicle mass and is continuously re-determined. If this condition is not fulfilled, the sixth module M6 sends a “1” to the AND logic unit &.

[0040] The AND logic unit then evaluates all the input signals from all the modules M1 to M6 to the effect that when all the conditions are present, that is to say when only “1” is received, said unit sends a signal s1 to brake actuators, which then maintain the last applied brake pressure in order to prevent the vehicle from rolling back.

[0041] As soon as the AND logic unit & sends out the signal s1, a check is made by means of the sixth module M6 as to when (after the drive machine has been started) there is a drive torque Mmot from the drive machine which exceeds the relevant limiting value GW. As soon as such a drive torque is reached, the sixth module M6 sends a signal s2 to the brake actuators to cancel the locked-in brake pressure. At the same time, because of the lack of an AND logic unit & (the sixth module M6 sends out a 0), the signal s1 is withdrawn.

[0042] As an alternative to the evaluation logic illustrated here (AND logic unit & and module M6), the evaluation logic can also be constructed in such a way that the initial conditions (for canceling the brake pressure) are defined separately. Omission of one input condition (which is evaluated with regard to the build-up of the brake pressure) would then not again lead directly to cancellation of the brake pressure.

[0043] By way of the control unit disclosed here and the method according to the invention, it is thus possible in a straightforward way to ensure that the vehicle does not roll back undesirably in the so-called change-of-mind case. As a result of locking in the brake pressure, inconvenient (noticeable, detectable and audible) active build-ups of pressure as an alternative possible way of preventing rolling backward can additionally be avoided.

[0044] The foregoing disclosure has been set forth merely to illustrate the invention and is not intended to be limiting. Since modifications of the disclosed embodiments incorporating the spirit and substance of the invention may occur to persons skilled in the art, the invention should be construed to include everything within the scope of the appended claims and equivalents thereof.