DE102020114138A1 - Method for determining an operator request - Google Patents

Abstract

The subject matter of the invention is a method for determining an operator's request in the course of a manual action on a motor vehicle component (2) that can move relative to a motor vehicle body (1). The speed of the motor vehicle component (2) is recorded as a function of time. According to the invention, the time-dependent speed profile of the motor vehicle component (2) is adhered to with regard to the fulfillment of at least one criterion from the group: A) exceeding a speed threshold value (8); B) predominantly adhering to a tolerance band (9a, 9b) for the drop in speed and C) adhering to a time span (t2) of the motor vehicle component movement and / or the decrease in speed is evaluated individually or in combination.

Description

The invention relates to a method for determining an operator request in the course of a manual application of a motor vehicle component that is movable with respect to a motor vehicle body, according to which the speed of the motor vehicle component is recorded as a function of time.

Nowadays, motor vehicle components which can be moved relative to a motor vehicle body are often equipped with an additional drive or a drive unit or also a brake unit or with both. This applies not only and by way of example to motor vehicle side doors, but in particular also to motor vehicle tailgates. With such motor vehicle components there is often the problem that an operator does not know or is not aware that the motor vehicle component in question is equipped with a drive unit, for example. In practice, this often means that the operator wants to close the motor vehicle component, for example a motor vehicle side door, with momentum and consequently takes over all or part of the work of the drive or drive unit provided for this purpose. This can lead to damage to the drive unit in the event of a strong impact.

For this reason, the generic prior art deals with the DE 10 2008 008 178 A1 already with a method to support the operation of a manually movable body part of a vehicle. The body part is moved with the help of a controllable electric drive. With the aid of a sensor, a signal can be detected, with the aid of which a control unit controls the electric drive in such a way that the body component is moved between an open position and a closed position or into any intermediate position.

In addition, the speed or changes in speed of the movement of the body component can also be recorded. In any case, the known teaching ensures that the body component in question automatically engages in a locking device and locks there. This has basically proven its worth.

In addition, the DE 10 2007 062 472 B4 with a device for adjusting the actuating force of an actuator. The adjustment of the actuating force takes place as a function of an operating situation of the associated motor vehicle door. These include, inter alia, speed and / or acceleration values of the motor vehicle door, as is explained, for example, in claim 2.

As part of the DE 10 2014 218 085 A1 it is generally about an arrangement for controlling an automatically opening and closing car door. Any forces exerted on the car door by an operator and the resulting “throwing movements” are not addressed.

The previous state of the art has basically proven itself, but works more or less statically. Because with the teaching according to the DE 10 2008 008 178 A1 an operator-controlled or sensor-controlled movement of the body component is generally made available. As a result, the manual force of a user that has to be applied to actuate the body component can be reduced. However, the known teaching is not able to distinguish, for example, the action on the part of an operator from action caused by a gust of wind, parking the motor vehicle on a slope, etc. The invention aims to provide a remedy here overall.

The invention is based on the technical problem of further developing such a method in such a way that the operator's request can be correctly determined and, in particular, can be distinguished from disturbances to the motor vehicle component. In addition, a device suitable for this should be specified.

1. A) Überschreiten eines Geschwindigkeits-Schwellwertes;
2. B) Überwiegendes Einhalten eines Toleranzbandes für den Geschwindigkeitsabfall und
3. C) Einhalten einer Zeitspanne der Kraftfahrzeugbauteilbewegung und/oder des Geschwindigkeitsabfalls

einzeln oder in Kombination ausgewertet wird.To solve this technical problem, a generic method for determining an operator request in the course of a manual actuation of a motor vehicle component movable with respect to a motor vehicle body is characterized according to the invention, characterized in that the time-dependent speed profile of the motor vehicle component with regard to the fulfillment of at least one criterion from the group:

1. A) exceeding a speed threshold value;
2. B) Mainly adhering to a tolerance band for the drop in speed and
3. C) Maintaining a time span of the motor vehicle component movement and / or the drop in speed

is evaluated individually or in combination.

In the context of the invention, the time-dependent detected speed of the motor vehicle component is specifically examined. The time-dependent speed profile is evaluated to determine whether one of the aforementioned criteria A), B) or C) or several of these criteria are met or not. If this is the case, the time-dependent speed curve of the motor vehicle component in question becomes relevant interprets that this corresponds to a user request or the operator request and is not, for example, due to a disturbance impinging on the motor vehicle component. The invention is based on the fundamental knowledge that the time-dependent speed profile of the motor vehicle component has a characteristic appearance, which is explained in more detail below with reference to the description of the figures. In fact, the speed profile initially has a pulse-like character or pulse range, which can be explained or explained by the fact that an operator exerts a corresponding pulse or “push” on the motor vehicle component in order to overcome its inertia. What matters here is that a certain speed threshold value is typically exceeded according to criterion A).

This pulse-like course is followed by a ramp with an almost linear course, which corresponds to the previously mentioned drop in speed. Due to the almost linear course of this ramp and the associated drop in speed, a tolerance band for this drop in speed, i.e. H. the negative slope associated with the ramp in terms of criterion B) can be specified. As an alternative or in addition, the predominant adherence to the specified tolerance band indicates that the determined time-dependent speed profile of the motor vehicle component was actually caused by the operator.

Finally, and as a further conceivable criterion C), a period of time is used. This period of time must be adhered to so that the time-dependent speed profile of the motor vehicle component is interpreted as such after the manual actuation by the operator. The time span can be compared to the time span for the entire motor vehicle component movement, i. H. starting from the rest position down to a minimum and definable speed. Alternatively or additionally, the time span can also be identified with the drop in speed, which is regularly examined with regard to compliance with the tolerance band.

In this context, the time span can be a minimum time span or minimum time span within which the drop in speed is observed or the drop in speed is or must be located within the previously mentioned tolerance band. The time span can also be a maximum time span within which the drop in speed is examined. In principle, however, compliance with the time span also covers both a minimum and a maximum time span.

The same applies in the event that, as an alternative or in addition, the motor vehicle component movement is examined with a view to maintaining the time span. In this case, too, it is conceivable to define a minimum period of time, a maximum period of time or both a minimum and a maximum period of time.

Again, the design is such that criterion C) alone is sufficient to qualify the time-dependent speed curve of the motor vehicle component to the effect that it is one that is subject to the action of an operator, i. H. depicts the operator's request and not any interference from wind, a sloping roadway, etc. Of course, the criteria A) to C) discussed above can also be evaluated cumulatively or fulfilled. Either way, the evaluation leads to the fact that one of the criteria A) to C) mentioned is met or not. If so, the fulfillment of at least one of these criteria is interpreted by the invention to the effect that this corresponds to a user-side actuation of the motor vehicle component and a corresponding operator request. As a consequence of this, the time-dependent speed profile of the motor vehicle component can be evaluated in such a way that it corresponds to a user request or the operator request.

This user request can advantageously be implemented and / or supported with the aid of a drive / brake unit. This boils down to the fact that, in the case of a motor vehicle side door, an operator-side action in the sense of “throwing” the motor vehicle side door in question leads to the drive unit supporting such a desire to close the motor vehicle door. There is therefore an automatically assisted closing of the relevant motor vehicle door.

Conversely, an opening movement of the motor vehicle door in question interpreted as an operator request or user request can result in the braking unit being activated in order to brake the movement of the motor vehicle door in question if necessary and to avoid a hard stop. Either way, an operator request or user request can be extracted from the evaluation of the time-dependent speed profile of the motor vehicle component, taking into account the previously specified criteria A) to C). This operator request or user request can then in turn be implemented and / or supported with the aid of the drive / brake unit.

According to an advantageous embodiment, the time-dependent drop in speed is evaluated in the context of feature B) to determine whether or not this drop in speed leaves the tolerance band in the context of variant B) for a predetermined period of time. That is to say, within the framework of criterion B), the invention expressly allows the drop in speed to leave the set tolerance band for a predetermined period of time. This is expressed and illustrated in the context of criterion B) by the fact that there is talk of “predominantly adhering to” the tolerance band.

The predefined time span within which the time-dependent decrease in speed can leave the tolerance band within the scope of variant B) is usually up to 30% of the maximum time span already described above. In particular, the predefined time span is up to 20% of the maximum time span in question.

The speed threshold value within the framework of criterion A) can advantageously be specified as a function of the motor vehicle component and in particular its moment of inertia. As an alternative or in addition, the speed threshold value can also be set permanently or variably as a function of the operator. Here there is the further possibility of deriving the speed threshold value from a plurality of stored time-dependent speed profiles of the motor vehicle component as a function of the operator. In other words, in this case the respectively stored time-dependent speed curves of the motor vehicle component are evaluated, for example, to determine which maximum value of the speed is observed in the “pulse range” observed at the beginning. On the basis of these different determined maximum values, a speed threshold value can then be determined which, for example, may amount to 60% to 80% of the averaged maximum values of the speed. Since the maximum values of the speed depend on the action taken by the operator, it is also explained that the speed threshold value can be set to be fixed or variable depending on the operator.

There is also the possibility that the time-dependent speed profile of the motor vehicle component is evaluated with regard to its direction of movement. The invention is based on the knowledge that the motor vehicle component in question can typically only be opened or closed with respect to the motor vehicle body in general. This results in a negative or positive, time-dependent course of the speed, which occurs, for example, in relation to a fixed zero point. From this, in turn, the direction of movement in the sense of “open” or “close” can be derived.

As already explained in the introduction, based on the analysis carried out according to the invention of the time-dependent speed profile of the motor vehicle component, taking into account criteria A) to C), a distinction can be made with respect to a possible interference exposure of the motor vehicle component. Such a disturbance exposure is, for example, one that can be traced back to the wind attacking the motor vehicle component, an inclined position of the motor vehicle, etc. Through this distinction there is also the further possibility that such a questionable interference exposure of the motor vehicle component can in principle be eliminated with regard to the time-dependent speed profile.

The subject matter of the invention is also a device for determining an operator's request in the course of a manual application of a motor vehicle component that is movable with respect to a motor vehicle body, as is explained in more detail in claim 9. An advantageous embodiment of this device is the subject of claim 10.

As a result, a method and a device are made available with the aid of which the operator's request can be correctly determined in the course of a manual application of the motor vehicle component and, in particular, can be distinguished from interference. In this way, the operator's request or user request in the sense of, for example, “open” or “close” can be derived from the evaluation in a flawless and reproducible manner. The user request or operator request can then be implemented with the aid of the drive / brake unit in that it automatically implements the desired opening or closing movement of the motor vehicle component. In principle, however, it is also possible to support the operator request or user request in question in such a way that overall servo-assisted opening or closing of the motor vehicle component occurs. This is where the main advantages can be seen.

• 1 die erfindungsgemäße Vorrichtung zur Ermittlung eines Bedienerwunsches rein schematisch und
• 2 einen typischen zeitabhängigen Geschwindigkeitsverlauf des Kraftfahrzeugbauteils.

The invention is explained in more detail below with the aid of a drawing showing only one exemplary embodiment; show it:

• 1 the inventive device for determining an operator request purely schematically and
• 2 a typical time-dependent speed profile of the motor vehicle component.

In the 1 is a device for determining an operator request in the course of a manual actuation of a vehicle body 1 movable motor vehicle component 2 shown. In the automotive component 2 In the exemplary embodiment and not by way of limitation, it is a motor vehicle side door 2 by one in the 1 closed position shown in solid lines can be transferred into an open position shown in dashed lines. This corresponds to an opening / closing movement, which is indicated by a double arrow.

For this purpose, the device has at least one sensor 3 , which to a control unit 4th connected. There is also a drive / brake unit 5 for the motor vehicle component 2 or the motor vehicle side door 2 realized in the example. The drive / brake unit 5 is basically unnecessary when it comes to determining the operator's request or general gesture recognition. Nevertheless, in the exemplary embodiment, the drive-brake unit in question is 5 realized and planned. Using the control unit 4th can drive / brake unit 5 acted upon to the motor vehicle side door 2 in the example case (servo-assisted) to open or to brake in the case of a manually initiated closing process.

For this purpose, an operator request or user request in the sense of “open” or “close” is first determined. To this operator request or user request with the help of the control unit 4th to be determined and in a corresponding application of the drive / brake unit 5 to convert, the speed of the motor vehicle component or the motor vehicle side door is first 2 in the example, recorded as a function of time. The speed or the time-dependent speed curve according to the 2 arises due to manual action on the part of the operator. For this purpose, the speed of the motor vehicle side door 2 with the aid of the sensor positioned in or on an associated axis of rotation in the example 3 determined.

As a result of this, there is usually a curve of the speed v (t) of the motor vehicle component or the motor vehicle side door 2 represent how he is in the 2 is reproduced over time t. At first one recognizes a range of impulses 6th of the time-dependent speed curve to which a ramp is attached 7th adjoins with an almost linear course, which stops the movement of the motor vehicle side door 2 reflected in the example.

The Indian 2 illustrated time-dependent speed profile of the motor vehicle component or the motor vehicle side door 2 is now evaluated individually or in combination with regard to the fulfillment of at least one criterion A) to C). The criterion A) corresponds to the fact that the time-dependent speed curve is one in the 2 drawn speed threshold 8th exceeded or exceeded. In the context of criterion B) it is a question of whether the speed drop in the area of the ramp 7th within a tolerance band 9a , 9b with the thresholds given there for the possible slope or drop is or is not complied with.

There is the additional possibility that the time-dependent drop in speed exceeds the tolerance band in question 9a , 9b in the context of said variant B) can leave _{for a predetermined period of time t 1.} If this time span t ₁ in the example is measured up to approx. 30% of a time span t ₂ to be explained in more detail below, that in the 2 Time-dependent drop in speed outside the tolerance band shown in dashed lines 9a , 9b still regarded as tolerable in such a way that criterion B) is met.

The already mentioned time span t ₂ corresponds, according to the exemplary embodiment, to the fact that this _{refers to or indicates the time span or duration t 2} within which the motor vehicle component is 2 or the motor vehicle side door 2 generally performs a motor vehicle component movement. According to the exemplary embodiment, this is the area of the drop in speed or the ramp 7th meant and the criterion according to which the ramp in question 7th and thus the drop in speed within the tolerance band 9a , 9b is located or the tolerance band in question 9a , 9b adheres to. The period of time t ₂ can be a minimum period of time within which the ramp occurs 7th or the drop in speed within the tolerance band 9a , 9b is located. In principle, the time interval t2 may also represent a maximum time interval for the drop in speed or, according to the exemplary embodiment, compliance with the tolerance band 9a , 9b be meant.

Now carries out the evaluation of the 2 illustrated time-dependent speed profile of the motor vehicle component or the motor vehicle side door 2 to the fact that one or more of the criteria A) to C) can be regarded as fulfilled in the context of the evaluation, this leads overall to the fact that the evaluation corresponds to an operator request that can be derived therefrom. This operator request belongs to the 1 and 2 Example case shown for "opening" the motor vehicle side door 2 . This operator request "Open" can now be done with the help of the drive / brake unit 5 be implemented in such a way that the drive / brake unit 5 ensures that the motor vehicle side door in question 2 either completely with the help of the drive / brake unit 5 is opened or this supports the opening request of the operator in the sense of a servo assistance.

Not shown is the further possibility of eliminating a disturbance loading of the motor vehicle component, which manifests itself in a modified or superimposed by the disturbance loading time-dependent speed curve. The speed threshold 8th can as a function of the motor vehicle component or its moment of inertia in the control unit 4th can be specified. Usually, however, the procedure here is that several of the in the 2 illustrated temporal speed curves of the motor vehicle component or the motor vehicle side door 2 to be examined. From the respective maximum values of the speed v (t) in the impulse range 6th can be an averaged maximum value with the help of the control unit 4th extracted. This averaged maximum value v (t) can now be converted into the speed threshold value 8th implemented by the speed threshold 8th is set, for example, in the range from 60% to 80% of the average maximum value v (t) in question of the speed. This allows the speed threshold 8th Specify depending on the operator.

Finally, the direction in which the operator acts on the side door of the motor vehicle can also be used 2 in the example in the sense of “open” or “close” and determined from the in the 2 speed curve shown can be extracted.

List of reference symbols

1

Motor vehicle body

2

Motor vehicle component

3

sensor

4th

Control unit

5

Drive / brake unit

6th

Impulse range

7th

ramp

8th

Speed threshold 8

9a, 9b

Tolerance band

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 102008008178 A1 [0003, 0007]
• DE 102007062472 B4 [0005]
• DE 102014218085 A1 [0006]

Claims (10)

A method for determining an operator request in the course of a manual activation of a motor vehicle component (2) which is movable with respect to a motor vehicle body (1), according to which the speed of the motor vehicle component (2) is recorded as a function of time, characterized in that the time-dependent speed profile of the motor vehicle component (2) with regard to the fulfillment of at least one criterion from the group: A) exceeding a speed threshold value (8); B) predominantly adherence to a tolerance band (9a, 9b) for the drop in speed and C) adherence to a time span (t ₂ ) of the motor vehicle component movement and / or the decrease in speed is evaluated individually or in combination. Procedure according to Claim 1 , characterized in that the time-dependent drop in speed can leave the tolerance band (9a, 9b) within the scope of variant B) for a predetermined time period (t _1). Procedure according to Claim 2 , characterized in that the predetermined time span (t ₁ ) is up to 30%, in particular up to 20% of a maximum time span (t2). Method according to one of the Claims 1 until 3 , characterized in that the speed threshold value (8) is set in a fixed or variable manner as a function of the motor vehicle component (2), for example its moment of inertia, and / or of the operator. Method according to one of the Claims 1 until 4th , characterized in that the speed threshold value (8) is derived from a plurality of stored time-dependent speed profiles of the motor vehicle component (2) as a function of the operator. Method according to one of the Claims 1 until 5 , characterized in that the time-dependent speed profile of the motor vehicle component (2) is evaluated with regard to its direction of movement. Method according to one of the Claims 1 until 6th , characterized in that interference on the motor vehicle component (2) is eliminated. Method according to one of the Claims 1 until 7th , characterized in that the evaluation of the time-dependent speed profile of the motor vehicle component (2) corresponds to the operator request, which is implemented and / or supported with the aid of a drive / brake unit (5). Device for determining an operator request in the course of a manual application of a motor vehicle component (2) which is movable relative to a motor vehicle body (1), in particular for carrying out the method according to one of the Claims 1 until 8th , with at least one sensor (3) and a connected control unit (4) for time-dependent detection of the speed profile of the motor vehicle component (2), characterized in that the control unit (4) determines the time-dependent speed profile of the motor vehicle component (2) with a view to fulfilling at least one Criterion from the group: A) exceeding a speed threshold value (8); B) predominantly adherence to a tolerance band (9a, 9b) for the decrease in speed and C) adherence to a time span (t ₂ ) evaluates the motor vehicle component movement and / or the decrease in speed individually or in combination. Device according to Claim 9 , characterized in that a drive / brake unit (5) is additionally provided for the sole or assisted loading of the motor vehicle component (2).

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