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DE-102024132868-A1 - Method and vehicle system for detecting and handling incorrect accelerations of a motor vehicle and corresponding motor vehicle

DE102024132868A1DE 102024132868 A1DE102024132868 A1DE 102024132868A1DE-102024132868-A1

Abstract

The invention relates to a method (11) for controlling a vehicle drive system (6). This method continuously detects whether a suitably equipped motor vehicle (1) is being driven longitudinally by a driver (2) and/or a driver assistance system (3). Depending on this, a first monitoring mechanism (S3) or a second monitoring mechanism (S5) is used to detect incorrect acceleration. In the event of a detected incorrect acceleration, a predefined safety measure is then triggered. The invention also relates to a vehicle system (7) for carrying out the method (11) and a motor vehicle (1) equipped therewith.

Inventors

  • Thomas Spichtinger
  • Thomas Rossrucker
  • Julian Stuerzer

Assignees

  • BAYERISCHE MOTOREN WERKE AKTIENGESELLSCHAFT

Dates

Publication Date
20260513
Application Date
20241111

Claims (10)

  1. Method (11) for controlling a drive system (6) of a motor vehicle (1) configured for manual longitudinal control by a driver (2) and for at least assisted longitudinal control by a driver assistance system (3), wherein during operation of the motor vehicle (1) the following is automatically performed: - continuous monitoring of longitudinal control requests from the driver (2) and the driver assistance system (3), - if only longitudinal control requests from the driver (2) are detected, a predetermined first monitoring device (S3) is used to monitor for incorrect accelerations, - if only longitudinal control requests from the driver assistance system (3) are detected, a different predetermined second monitoring device (S5) is used to monitor for incorrect accelerations, - if both longitudinal control requests from the driver (2) and the driver assistance system (3) are detected, it is determined according to a predetermined criterion whether the driver (2) or the driver assistance system (3) is the primary driver for a total torque to be provided by the drive system (6). is, and depending on this, only the associated monitoring device (S3; S5) is used and the other monitoring device (S5; S3) is deactivated, - if an incorrect acceleration is detected by the monitoring device used (S3, S5), a corresponding safety measure is triggered.
  2. Procedure (11) according to Claim 1 , characterized in that at least as part of the specified criterion, it is determined whether a driver request torque resulting from operating actions, in particular pedal operations, of the driver (2) or a driver assistance system (3) requested target torque is greater in magnitude.
  3. Method (11) according to one of the preceding claims, characterized in that the first monitoring device (S3) is configured to detect incorrect accelerations based on torques.
  4. Procedure (11) according to Claim 3 , characterized in that when the first monitoring device (S3) is used, - a corresponding driver request torque is automatically determined from the driver's (2) operation of longitudinal control elements of the motor vehicle (1), in particular of the accelerator and brake pedals (4, 5), - a total target torque to be provided by the drive system (6) is determined and compared with the driver request torque, - if the total target torque deviates from the driver request torque by more than a predetermined tolerance amount, an incorrect acceleration is detected.
  5. Method (11) according to one of the preceding claims, characterized in that the second monitoring device (S5) is configured to detect incorrect accelerations based on acceleration.
  6. Procedure (11) according to Claim 5 , characterized in that when the second monitoring device (S5) is used, an actual acceleration of the motor vehicle (1) is determined and an incorrect acceleration is detected if the actual acceleration exceeds a predetermined acceleration threshold for more than a predetermined maximum time.
  7. Procedure (11) according to Claim 6 characterized in that the acceleration threshold is predetermined depending on the speed.
  8. Procedure (11) according to Claim 7 , characterized in that the acceleration threshold for positive accelerations increases with increasing speed of the motor vehicle (1) and decreases for negative accelerations with increasing speed.
  9. Vehicle system (7) for a motor vehicle (1), comprising an input interface (8) for acquiring longitudinal guidance data describing the longitudinal guidance of the motor vehicle (1), a data processing device (9, 10) for processing the longitudinal guidance data and generating corresponding control signals for triggering a predetermined safety measure, and an output interface (8) for outputting the control signals, wherein the vehicle system (7) is configured to automatically execute the method (11) according to one of the preceding claims.
  10. Motor vehicle (1) designed for manual longitudinal control by a driver (2) and for at least assisted longitudinal control by a driver assistance system (3) and a vehicle system (7) according to Claim 9 exhibits.

Description

The present invention lies in the field of safety and vehicle engineering and relates to a method for controlling a drive system of a motor vehicle. The invention also relates to a correspondingly configured vehicle system and a motor vehicle equipped therewith. Modern vehicles are increasingly equipped with functions and systems to improve user comfort or even automate driving. This also increases complexity and, at least potentially, the susceptibility to errors or the risk of undesirable effects or behaviors in the respective vehicle. For example, unintentionally or erroneously excessive acceleration or deceleration can be problematic for both the driver and driver assistance systems. Approaches and rules regarding functional safety already exist. However, their implementation can become more difficult with increasing complexity, for example, in cooperative operation where both the driver and a driver assistance system are active. For example, the DE 10 2009 055 044 A1 A method for preventing unintended acceleration of a vehicle. In this method, a drive control unit controls a control circuit of a drive unit, whereby the drive control unit is monitored for errors that would lead to unintended movement of the vehicle. If such a fault is detected, the drive control unit switches off the control circuit. The drive control unit also sends a signal to a control unit in the vehicle, which then activates an actuator that triggers a braking function of the vehicle. As another example, the DE 10 2015 205 946 A1 A method for preventing unintended acceleration of a motor vehicle in the event of a malfunction in the operation of the vehicle's internal combustion engine. If a malfunction is detected that results in an unintended torque value from the internal combustion engine, an interruption of the torque transmission in the vehicle is requested. However, not only unintended accelerations but also automated braking processes can be problematic. The [reference to relevant text] describes this. EP 3 612 422 B1 A method for monitoring the implementation of an automatically requested assistance braking command by a braking system in a vehicle. In this method, the wheel dynamics of a wheel and/or a trailer are determined as an actual dynamic parameter, characterizing the driving dynamics of the entire vehicle and/or trailer, and compared with a reference dynamic parameter. A flawless implementation of the assistance braking command is detected if the actual dynamic parameter, taking into account a noise deviation, deviates from the reference dynamic parameter by at least one pulse deviation temporarily. Conversely, a faulty implementation of the assistance braking command is detected if the actual dynamic parameter, taking into account the noise deviation, does not deviate from the reference dynamic parameter by one pulse deviation. However, even with these approaches, not all situations can be handled optimally. The object of the present invention is to enable, in a robust manner, the safe operation of a motor vehicle that can be driven longitudinally manually and at least assisted or at least partially automatically. This problem is solved by the subject matter of the main claim and the dependent claims or independent claims. Further possible embodiments of the invention are disclosed in the subclaims, the description, and the figures. Features, advantages, and possible embodiments set forth in the description for one of the subject matter of the independent claims are to be regarded, at least analogously, as features, advantages, and possible embodiments of the respective subject matter of the other independent claims, as well as of any possible combination of the subject matter of the independent claims, optionally in conjunction with one or more of the dependent claims. The method according to the invention can be used for or in the control of a drive system of a motor vehicle that is configured for manual longitudinal control by a driver, i.e., for a manual operating mode, and for at least assisted or at least partially automated longitudinal control by a driver assistance system, i.e., for an at least assisted operating mode, which is also referred to here for simplicity as an automated operating mode or automated driving. The drive system can, for example, comprise at least one drive actuator for generating an accelerating, i.e., positive drive torque, and at least one brake actuator for generating a decelerating, i.e., negative brake torque. Such a drive actuator can, in particular, be or comprise an electric drive motor. A corresponding brake actuator can, in particular, be a The electric drive motor can be or include a hydraulic friction brake. Likewise, accelerating drive torques as well as decelerating braking torques can be generated by means of the electric drive motor, so that the electric drive motor can function as a drive actuator and/or as a brake actuator depending on the situation or operating mode