DE102014214786B4 - Method for adjusting at least one pedal of a motor vehicle pedals and device therefor - Google Patents

Abstract

Method for adjusting at least one pedal (BP) of a motor vehicle pedal (FP, BP), wherein the relative position of the at least one pedal (BP) is adjusted to a driver (FF), characterized in that the relative position of the at least one pedal (BP) is adjusted to the driver (FF) at a user-side activation (FAS) of a cruise control system or an automatic distance control system, wherein the at least one pedal (BP) is a brake pedal (BP) and the brake pedal (BP) at a user-side activation of the cruise control system or the automatic distance control system is lowered (BP ') and the lowering of the brake pedal (BP) takes place substantially neutral to braking pressure.

Description

The invention relates to a method for adjusting at least one pedal of a motor vehicle pedals according to the features of the preamble of patent claim 1.

In the DE 601 14 320 T2 there is described a vehicle pedal device in which a brake pedal is usable as an foot rest device during an activated automatic pitch control (ACC) system. Upon actuation of a Fußabstützfunktionstaste the brake pedal is held against a Fußabstützkraft by an actuator in its position so that the driver can place his foot without generating a braking force on the brake pedal. However, as soon as the driver wants to brake and thus a certain pedal force is exceeded, a release of the brake pedal, so that the braking operation can be performed.

The US 2005/0166702 A1 discloses an adjustable pedals of a motor vehicle. In particular, an uneven distance of the pedals to the driver and thus a "step formation" should be avoided. For this purpose, the pedals are adjustable by a controllable motor. The document also proposes to adjust the pedals in the case of a parking position of the motor vehicle in such a way that they are maximally lowered. This is intended to facilitate getting off or getting in a driver.

Finally, in the DE 103 59 850 A1 a method having the features of the preamble of claim 1 described.

Specifically, a brake pedal lever and a clutch pedal lever each pivotally mounted on a bracket (bracket). The brackets are in turn pivotally mounted in a vehicle-mounted housing, the housing having an adjustment for pivoting the two brackets. In particular, thereby a synchronized pivoting of the brake and clutch pedal lever is performed, which should allow adaptation of the pedals to different sized drivers. For a comfortable adjustment, the adjustable pedal device has an electric motor which can be operated by an operating switch. For storage and retrieval of multiple adjustment positions, a control unit with a memory is proposed.

However, the present invention does not aim to adapt the pedals to different people. Rather, the invention is based on the problem that the default (ie without driver intervention) in a motor vehicle predetermined pedal positions for a driver in certain operating situations of the motor vehicle can be unfavorable.

The present invention is therefore based on the object to improve a method having the features of the preamble of claim 1 such that the problem can be duly taken into account.

The present object is achieved with the characterizing features of claim 1.

The subclaims describe advantageous embodiments or developments of the invention.

The invention is based on a method for adjusting at least one pedal of a motor vehicle pedals, wherein the relative position of the at least one pedal is adjusted to a driver.

It is now proposed that the relative position of the at least one pedal to the driver be adjusted in a user-side activation of at least one driver assistance system.

The driver assistance system is a driving assistance system for increasing the driving comfort, namely a cruise control system (GRA) or an automatic distance control system (ACC).

In particular, in such driver assistance systems, a deviating from a standard position of the pedals position lead to comfort increases while driving.

The adjustment of the relative position of the at least one pedal to the driver is thus carried out in particular in a first, conscious activation of the driver assistance system by the driver. This can be done for example by an existing in the interior of the motor vehicle control switch or via a corresponding operating menu on an on-board input and / or display device.

The at least one pedal is a brake pedal, wherein the brake pedal is lowered during a user-side activation of the at least one driver assistance system.

As a result, significant comfort increases can be achieved with an activated cruise control system (GRA) and / or with an activated proximity control system (ACC).

As a rule, the driver places his foot on or above the accelerator pedal. In the event of Brake intervention requires the driver to move his foot from the brake to the brake pedal. The brake pedal is, however, by default positioned much closer to the driver than the accelerator pedal, thus higher than the accelerator pedal. Due to this relative position of the pedals to the driver, the reaction time is increased during a braking operation. Moreover, this is uncomfortable. The automatic lowering of the brake pedal thus offers a great comfort advantage here. Under certain circumstances, the driver may even leave his foot on or above this due to the lowered position of the brake pedal.

In the presence of an accelerator pedal, the distance to a lower accelerator pedal is thus reduced with lowering of the brake pedal. The lowering itself can z. B. electromechanically via an electric motor, pneumatically or hydraulically. Combinations of this are quite possible.

Nevertheless, in order to be able to achieve a distinction between the brake pedal and the accelerator pedal that can be felt with the right foot, it is still possible to still slightly raise the brake pedal relative to the accelerator pedal. For this purpose, it is conceivable either not to lower the brake pedal completely at the level of the accelerator pedal or in addition to lower the accelerator pedal slightly.

In this case, the lowering of the brake pedal is substantially neutral in braking pressure, that is to say without appreciable increase in the brake pressure acting on the braking means of the wheels. In this way, despite the lowering of the brake pedal effects on the driving behavior and the driving condition can be prevented.

A brake pressure neutral lowering of the brake pedal is conceivable in different ways:

Thus, in a further embodiment of the invention when lowering the brake pedal released hydraulic fluid can be temporarily stored in at least one volume memory. Such a method is structurally very easy to implement. For example, at least one volume accumulator located within a hydraulic unit of a slip control system can be used as the volume accumulator. So in known hydraulic units of slip control systems (ESP, ASR) so-called low-pressure accumulator available. These take on a slip control from the brake lines drained hydraulic fluid (brake fluid) temporarily, so that it can be quickly made available to a later required pressure buildup again.

By using this low-pressure accumulator for the process, which is present anyway, additional components can be saved.

Alternatively, it is conceivable that at least one volume store located outside the aforementioned hydraulic unit is used as the volume store. As a result, under certain circumstances, more flexibility with regard to activation can be achieved in the method.

According to another embodiment of the method, it is conceivable that, upon detection of a heavy load on the brake of the motor vehicle (for example via a system-side evaluation of duration and amount of operation of the brake pedal) despite a still activated driver assistance system (GRA or ACC, see above), the brake pedal again a displaced, lowered position is returned to its original position. As a result, an existing brake pedal travel reserve can be increased again.

As already mentioned, however, the invention also relates to a device for carrying out the method according to the invention.

Such a device comprises a motor vehicle pedals with at least one pedal. The at least one pedal is movably connected to an electrically controllable unit, by which an adjusting movement of the at least one pedal can be caused. Furthermore, at least one control device is provided, by means of which, in the case of a user-side activation of at least one driver assistance system, the electrically controllable unit can be controlled such that an adjustment movement of the at least one pedal is produced.

With such a device, the method is well practicable.

The at least one pedal is a brake pedal and movably connected to an active brake booster.
As an active brake booster is understood such a brake booster, which is able to move a piston in the master cylinder without operating the driver's foot. An active brake booster must therefore be controllable. This is typically done by an electronic data bus system. The force for moving the piston in the master cylinder can be generated either electrically, pneumatically or hydraulically.

The active brake booster is preferably an electromechanical brake booster, wherein the force for adjusting the at least a pedal is generated by an electric motor or can be generated.

With a user-side activation of one of the aforementioned driver assistance systems, the active brake booster can now be controlled in such a way that the brake pedal is lowered. In this way, it is easier for the driver to place his foot on the brake pedal, for example, when activated distance control system or an activated cruise control system.

To enable a brake pressure neutral lowering of the brake pedal with high flexibility in the control, at least one volume accumulator for hydraulic fluid can be present, can be absorbed by the released when lowering the brake pedal hydraulic fluid. In this case, the volume accumulator is arranged outside a hydraulic unit of a slip control system and can be controlled electrically. A slip control system is also part of various driver assistance systems, or is used by them. For example, components of a slip control system are used in control processes of a distance control system (automatic braking / automatic acceleration) or also in the context of electronic vehicle stabilization (ESP).

Alternatively, the at least one volume accumulator for hydraulic fluid may be part of such a hydraulic unit of a slip control system. In this way, existing components of such a hydraulic unit (for example low-pressure accumulator) can be used to reduce costs.

Preferred embodiments of the invention are illustrated in the drawings and will be explained in more detail in the following description. Here, the same reference numerals refer to the same, comparable or functionally identical components, with corresponding or comparable properties and advantages are achieved, even if a repeated description is omitted.

• 1 ein Kraftfahrzeug mit einer Vorrichtung zur Durchführung des erfindungsgemäßen Verfahrens und
• 2 ein Schaltplan der Vorrichtung zur Durchführung des erfindungsgemäßen Verfahrens.

It show, each schematically

• 1 a motor vehicle with a device for carrying out the method according to the invention and
• 2 a circuit diagram of the device for carrying out the method according to the invention.

Referring first to Fig. 1, reference is made.

This is a motor vehicle motor vehicle with a driver FF visible from the side.

The car motor vehicle is with one from an accelerator pedal FP and a brake pedal BP equipped with existing pedals. The brake pedal BP is pivotable about a pivot point D and points to a lower-lying accelerator pedal FP a distance a.

The car motor vehicle is equipped with a variety of driver assistance systems not shown.

Among other things are by the driver FF a cruise control system and / or an automatic distance control system can be activated.

An activation or deactivation of said driver assistance systems by the driver via an operating switch in a center console of the motor vehicle motor vehicle (not shown in detail) possible. Alternatively, he can make the activation / deactivation via an operating menu of a likewise located in the center console input and output unit (also not shown).

Upon activation of one of the aforementioned driver assistance systems, the brake pedal BP in the direction of the accelerator pedal FP in a position BP ' lowered. This reduces the distance a between the brake pedal BP and the accelerator pedal FP ,

Once a deactivation of the driver assistance systems or by the driver FF takes place in an analogous manner, the brake pedal BP back from his position BP ' returned to its original position.

When lowered position BP ' the brake pedal BP it becomes the driver FF relieved, his foot on the brake pedal BP store.

Based on 2 Now, a device V for carrying out the method will be described in more detail.

The device V includes a brake pedal BP , which via a rod-like coupling element K1 is connected to an active brake booster aBKV.

The active brake booster aBKV can be controlled electronically via a data bus system. In master cylinder (tandem master cylinder) THZ is a piston on another, rod-like coupling element K2 emotional. The force on this piston can be generated electromechanically via an electric motor, pneumatically by over or under pressure or by hydraulic pressure.

With AB is one with the master cylinder THZ connected compensating tank numbered.

By controlling the active brake booster aBKV is in the master cylinder THZ existing hydraulic fluid displaces and passes through hydraulic connecting lines HV1 . HV2 in hydraulic lines HL1 respectively. HL2 a hydraulic control unit associated with a slip control system HCU ,

The mentioned coupling element K2 is moving with the coupling element K1 and this in turn with the brake pedal BP connected. In a control of the active brake booster aBKV and a shift of the coupling elements K1 and K2 In the longitudinal direction is also a shift of the brake pedal BP towards a new position BP ' , This is done automatically, without the driver FF with the foot a force F on the brake pedal BP must apply.

With the hydraulic connection line HV1 is an electrically controllable actuator ACT in active connection. The actuator ACT has a displaceable piston K, via which a receiving space A1 can be formed for hydraulic fluid.

As can be seen, the active brake booster aBKV , the actuator ACT and also the hydraulic control unit HCU signal-technically connected to a CAN bus C. Likewise are control units SG1 . SG2 and SG3 connected to the CAN bus C.

The control unit SG1 is the active brake booster aBKV, the control unit SG2 the actuator ACT and the control unit SG3 assigned to the hydraulic control unit HCU.

Inside the hydraulic control unit HCU are hydraulic lines with HL1 and HL2 quantified. The indices 1 and 2 refer to a first and a second brake circuit, which are in a so-called X-arrangement to each other.

With EV1 to EV3 are via the control unit SG3 controllable, hydraulic inlet valves and with AV1 and AV2 corresponding exhaust valves quantified. Over (possibly spring-loaded) ball valves KV In addition, a hydraulic flow or pressure compensation is possible.

With the first brake circuit are via brake lines BL a right front wheel VR and a left rear wheel HL operated while with the second brake circuit via brake lines BL a left front wheel VL and a right rear wheel MR be supplied.

wheel sensors RS serve to detect a respective wheel rotation. About a pressure sensor DS the pressure in the hydraulic system of the hydraulic control unit HCU detected. For evaluation of the detected pressure is the pressure sensor DS in a manner not shown also signal technology with the control unit SG3 connected.

Will now be before the journey or while driving by the driver FF the cruise control system or the automatic distance control is activated in the manner described, then a status signal FAS set according to the driver assistance system and made available to the CAN bus C.

This causes the active brake booster aBKV via the control unit SG1 is controlled such that the coupling elements K1 and K2 be shifted in the longitudinal direction (in the figure to the left) and the brake pedal BP is taken accordingly and occupying a position BP '.

At the same time, the control unit SG2 the actuator ACT controlled such that the piston K moves to the left and thus the receiving space A1 is formed for receiving excess volume of hydraulic fluid.

By this measure, the automatic displacement of the brake pedal BP essentially neutral brake pressure, that is, without a significant increase in the brake pressure.

With active braking of the driver FF , So under application of a pedal force F, there is an increase in pressure in the hydraulic lines HV and HL , whereby hydraulic fluid through the activated inlet valves EV1 to EV3 and over the brake lines BL to braking means of the wheels VR . HL respectively. VL . MR arrives.

The brake pedal BP goes into active position during braking BP ' in a position BP " over, which are behind or under the already shifted position BP ' lies.

After completion of the active braking operation, the hydraulic fluid used for braking flows from the braking means of the wheels VL . VR . HL and MR back into the master cylinder THZ ,

After that, the brake pedal BP back to his position BP ' emotional.

If a deactivation of said driver assistance systems by the driver FF , then carried out a control of the active brake booster aBKV and the actuator ACT in the opposite direction. As a result, the piston K is moved back again (the receiving space A1 re-formed) and the brake pedal BP can get back to its original position (BP).

Incidentally, upon detection of heavy use of the brake of the motor vehicle motor vehicle (For example, via a system-side evaluation of duration and amount of actuation of the brake pedal BP ), despite a still activated driver assistance system, the brake pedal BP again from a relocated position ( BP ' ) back to the starting position ( BP ) is brought to increase an existing brake pedal Wegreserve again.

Notwithstanding the embodiment, it is conceivable that in a second embodiment of the device V, the actuator ACT to accommodate brake pedal displacement due accumulating hydraulic volume deleted and, if appropriate, slightly adapted in size low-pressure accumulator NS the hydraulic control unit HCU be used.

The low pressure accumulator NS are present anyway in the hydraulic control unit HCU and take usually in a slip control from the wheels drained hydraulic fluid in a, formed by a piston / spring mechanism receiving space A2 on. The low pressure storage NS are therefore not controllable, passive elements.

In this solution, a reduction of the brake pedal BP by a corresponding control of the active brake booster aBKV takes place in the same way. At the same time the exhaust valves AV2 controlled such that they are placed in the forward direction (the inlet valves EV1 to EV3 are normally open, the exhaust valves AV1 . AV2 normally closed), so that excess volume of hydraulic fluid without appreciable increase in the brake pressure in the receiving spaces A2 the low-pressure accumulator NS can get.

When deactivating the driver assistance system, the active brake booster aBKV is no longer through the control unit SG1 energized, so that the brake pedal BP (spring force-related) is anxious to return to its original position. In addition, the exhaust valves AV1 activated to a passage direction, so that hydraulic fluid from the receiving spaces A2 in the master cylinder THZ can be sucked back. By activating the return pumps P, this process can be supported.

Claims (9)

Method for adjusting at least one pedal (BP) of a motor vehicle pedal (FP, BP), wherein the relative position of the at least one pedal (BP) is adjusted to a driver (FF), characterized in that the relative position of the at least one pedal (BP) to the driver (FF) in a user-side activation (FAS) of a speed control system or an automatic distance control system is adjusted, wherein the at least one pedal (BP) is a brake pedal (BP) and the brake pedal (BP) at a user-side activation of the cruise control system or the automatic distance control system is lowered (BP ') and the lowering of the brake pedal (BP) takes place substantially neutral to braking pressure. Method according to Claim 1 , characterized in that when lowering the brake pedal (BP) freed hydraulic fluid is temporarily stored in at least one volume memory (A1 or A2). Method according to Claim 2 , Characterized in that at least one storage volume as befindlicher within a hydraulic unit (HCU) of a slip control system volume accumulator (A2) is used. Method according to Claim 2 , characterized in that at least one outside of a hydraulic unit (HCU) of a slip control system befindliches volume memory (A1) is used as the volume memory. Method according to one of the preceding claims, characterized in that upon detection of a heavy load of the brake and despite a still activated driver assistance system (FAS), the brake pedal (BP) is again brought from a displaced position (BP ') back to an initial position (BP) , Device (V) for carrying out the method according to one of Claims 1 to 5 in which the device (V) comprises a motor vehicle pedal (FP, BP) with at least one pedal (BP) which is connected in terms of movement (K1) to an electrically controllable unit (aBKV), by which an adjustment movement of the at least one pedal ( Furthermore, at least one control device (SG1) is present, by means of which the electrically controllable unit (aBKV) can be controlled in the case of a user-side activation (FAS) of a cruise control system or an automatic distance control system such that an adjustment movement of the at least one pedal (FIG. BP) and wherein the at least one pedal is a brake pedal (BP) and is movably connected to an active brake booster (aBKV), wherein in a user - side activation (FAS) of the Cruise control system or the automatic distance control system of the active brake booster (aBKV) is controlled such that a reduction (BP ') of the brake pedal (BP) takes place, wherein at least one volume accumulator (A1 or A2) is provided for hydraulic fluid through which at subsidence (BP'; ) of the brake pedal (BP) released hydraulic fluid can be received. Device (V) according to Claim 6 , characterized in that the active brake booster is an electromechanical brake booster, wherein the force for adjusting the brake pedal (BP) is generated by an electric motor or can be generated. Device (V) according to Claim 6 or 7 , characterized in that the at least one volume memory (A1) is arranged outside a hydraulic unit (HCU) of a slip control system and is electrically controllable (AKT). Device (V) according to Claim 6 or 7 , characterized in that the at least one volume accumulator (A2) is part of a hydraulic unit (HCU) of a slip control system.

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