Method for operating a vehicle operating device and a vehicle operating device

Abstract

This invention relates to a method for operating a vehicle operating device (10a; 10b), particularly for influencing the longitudinal and / or lateral movement of a vehicle (12a), wherein the vehicle operating device (10a; 10b) includes at least one manually operable operating unit (14a; 14b) for controlling multiple vehicle functions. It is proposed that, in at least one operating state in which one of the vehicle functions is actively controlled by means of the operating unit (10a; 10b), at least one control parameter of a non-actively controlled vehicle function is modified, making unintended manipulation and / or activation of the non-actively controlled vehicle function difficult and / or prevented.

Description

Technical Field

[0001] The present invention relates to a method for operating a vehicle operating device according to the preamble of claim 1 and a vehicle operating device according to the preamble of claim 14.

[0002] Furthermore, the present invention relates to a control device having a computing unit for implementing such a method and a vehicle having such a vehicle operating device. Background Technology

[0003] Motor vehicles are known from the prior art to have vehicle operating devices that influence the longitudinal and / or lateral movement of the vehicle. With increasing automation, there is a growing desire for new interior space and vehicle designs. In this regard, it is conceivable to control multiple basic vehicle functions with a single manually operable operating unit, thereby eliminating some vehicle sensing devices and enabling novel operating methods. This operating unit can be configured, for example, as a joystick, a single integrated operating unit for lateral and longitudinal vehicle guidance, and / or an operating unit with multiple button-like operating elements. In this regard, reference can be made, for example, to DE 102011051488A1 and / or DE 102017209745A1.

[0004] However, due to the integration of multiple vehicle functions into a single operating unit, undesirable interactions between these functions may occur, as the configuration of these functions cannot guarantee complete decoupling. Therefore, for example, it is possible that while actively altering pre-defined parameters for acceleration, pre-defined parameters for steering may be undesirably changed as well.

[0005] The object of the present invention is particularly to provide a method for operating a vehicle operating device and a vehicle operating device with improved operability. This object is achieved by the features of claims 1, 13, 14, and 16, while advantageous designs and improvements of the invention can be obtained from the dependent claims. Summary of the Invention

[0006] The present invention relates to a method for operating a vehicle control device, particularly for influencing the longitudinal / lateral movement of a vehicle, wherein the vehicle control device includes at least one operating unit, particularly manually operable by a driver, for controlling multiple vehicle functions, particularly simultaneously and / or mutually.

[0007] It is proposed that, in at least one operating state where one of the vehicle functions, particularly a first vehicle function, is actively controlled by the operating unit, at least one control parameter of a non-actively controlled vehicle function, particularly at least one control parameter of a second vehicle function different from the first vehicle function, is modified in such a way that unintended manipulation and / or activation of the non-actively controlled vehicle function, particularly caused and / or induced by active control of the first vehicle function, becomes difficult and / or is prevented. In particular, the vehicle functions are thus coupled and / or connected to each other so that unintended manipulation and / or activation of the non-actively controlled vehicle function, particularly caused and / or induced by active control of the vehicle function, can also be performed or is possible while one of the vehicle functions is actively controlled. In the present case, the control parameters of the second vehicle function or the non-actively controlled vehicle function are modified in such a way to improve the control pre-determining required for manipulating and / or activating the second vehicle function. Furthermore, the control parameters of the second vehicle function or the non-actively controlled vehicle function are modified in such a way to enable continued active control and / or intentional manipulation and / or activation of the second vehicle function. Furthermore, by means of the operating unit, it is particularly possible to actively control multiple vehicle functions simultaneously and / or modify multiple control parameters of multiple passively controlled vehicle functions, making unintended manipulation and / or activation of the passively controlled vehicle functions difficult and / or prevented. This design improves the operability of the vehicle operating device. Operational reliability is particularly enhanced in this respect, as unintended and / or undesirable manipulation and / or activation of vehicle functions passively controlled by the driver becomes difficult and / or prevented. Moreover, exceptionally high flexibility and / or variability can be achieved, advantageously enabling novel interior space and / or vehicle configurations.

[0008] In this regard, "vehicle operating device" should refer to at least one component, particularly a substructure, of a vehicle, and preferably a motor vehicle. Specifically, the vehicle operating device is part of the vehicle's control system and is configured to influence and / or control the vehicle's longitudinal and / or lateral movements. Furthermore, the vehicle operating device is configured to influence and / or control other vehicle functions, such as gear shifting and / or automatic speedometer functions. For this purpose, the vehicle operating device includes an operating unit configured to control multiple vehicle functions, preferably coupled and / or interconnected, particularly at least two, three, or four vehicle functions, and for this purpose can include at least one operating element, such as a joystick and / or lever, and advantageously multiple operating elements, such as joysticks, levers, switches, and / or buttons. The operating unit is advantageously configured as a drive-by-wire unit and is configured to provide corresponding electrical control signals during operation, particularly for controlling the corresponding actuators of the vehicle, especially the drive system, braking system, and / or steering system. Preferably, the operating unit is configured for one-handed operation. Furthermore, the vehicle functions are preferably basic vehicle functions, particularly steering, braking, acceleration, and / or shifting. Each vehicle function can be assigned to at least one operating element of the operating unit and / or the direction of movement of the operating unit. "Actively controlling the vehicle function by means of the operating unit" should in particular mean targeted and / or conscious control, manipulation, and / or activation of the corresponding vehicle function through intentional and / or deliberate manipulation and / or movement of the operating unit and / or its operating elements, particularly induced by the driver. In particular, the control exerted by the driver for manipulating and / or activating the vehicle function is pre-defined in this case, especially above a pre-defined limit. "Non-actively controlled vehicle function" should in particular mean a vehicle function that, in a certain operating state and / or at a certain moment, is not or should not be targeted and / or consciously controlled, manipulated, and / or activated by the driver. In particular, the pre-defined level of control exerted by the driver for manipulating and / or activating the vehicle function is in this case, especially below a pre-defined limit. The non-actively controlled vehicle function may be coupled and / or connected to the actively controlled vehicle function in such a way that, when the corresponding vehicle function is actively controlled, undesirable manipulation and / or activation of the non-actively controlled vehicle function is performed or may be performed, particularly by manipulation and / or movement of the operating unit and / or at least one operating element of the operating unit.Furthermore, "control parameter" should specifically refer to a parameter associated with the control of a corresponding vehicle function, and this parameter is configured so adaptably that it enhances the pre-defined control required for manipulating and / or activating the vehicle function, at least temporarily making unintended manipulation and / or activation of the vehicle function difficult and / or prevented. "Setting" should specifically refer to being programmed, designed, and / or equipped. "An object being set for a specific function" should specifically refer to the object performing and / or executing this specific function in at least one application state and / or operating state.

[0009] Furthermore, it is proposed that, in order to identify the actively controlled vehicle function in a maneuvering state, at least one degree of maneuverability of the actively controlled vehicle function be identified and evaluated. "Degree of maneuverability" in this regard should particularly refer to advantageously discrete parameters associated with the offset and / or maneuvering force of the operating unit and / or at least one operating element of the operating unit, which serve as a measure for maneuvering the corresponding vehicle function. In particular, the degree of maneuverability here includes more than two states (on- / off-state) and advantageously includes multiple different states. However, as an alternative or supplementary approach, in order to identify the actively controlled vehicle function, it is also possible, for example, from signals from the vehicle's environmental sensing devices to identify and evaluate maneuvering torque, maneuvering force, maneuvering time, vehicle driving state (e.g., highway driving and / or parking processes), and / or vehicle environmental conditions. Thus, the actively controlled vehicle function can be identified particularly easily.

[0010] Furthermore, it is proposed that the control parameters, especially the non-actively controlled vehicle functions, be modified based on the degree of maneuverability of the actively controlled vehicle functions, the vehicle's driving state (e.g., highway driving and / or parking), and / or at least one environmental condition (e.g., signals from the vehicle's environmental sensors). In addition, in this case, the control parameters can also be modified based on the maneuverability of the actively controlled vehicle functions, advantageously derived from the degree of maneuverability of the actively controlled vehicle functions, such as maneuvering torque, maneuvering force, and / or maneuvering time. Thus, the control parameters of the non-actively controlled vehicle functions can be advantageously and easily modified based on the actively controlled vehicle functions.

[0011] According to a particularly preferred design, at least one, particularly symmetrical or asymmetrical, deadband is used to modify the control parameters. Advantageously, the width of the deadband is varied according to the degree of maneuverability of the actively controlled vehicle function, the vehicle's driving state (e.g., highway driving and / or parking), and / or at least one environmental condition (e.g., determined from signals from the vehicle's environmental sensors). In this case, the deadband is thus selected and / or modified according to the actively controlled vehicle function, the vehicle's driving state, and / or the vehicle's environmental conditions, and integrated into the passively controlled vehicle function, particularly the corresponding control parameters. This allows for advantageous and easy adaptation of the trigger thresholds for the passively controlled vehicle function.

[0012] As an alternative or supplementary approach, at least one offset is used by incorporating the control parameters to modify them. Advantageously, the level and / or direction or sign of the offset is changed based on the degree of maneuverability of the actively controlled vehicle function, the vehicle's driving state (e.g., highway driving and / or parking), and / or at least one environmental condition (e.g., determined from signals from the vehicle's environmental sensors). In this case, the offset is thus selected and / or modified based on the degree of maneuverability of the actively controlled vehicle function, the vehicle's driving state, and / or the vehicle's environmental conditions, and incorporated into the non-actively controlled vehicle function, particularly the corresponding control parameters. This design allows for adaptation to alternative trigger thresholds for the control parameters and / or for the non-actively controlled vehicle function.

[0013] Furthermore, as an alternative or supplementary solution, it is proposed to use at least one modification factor integrated into the control parameters in order to modify the control parameters. Advantageously, the value of the modification factor is changed based on the degree of maneuverability of the actively controlled vehicle function, the vehicle's driving state (e.g., highway driving and / or parking), and / or at least one environmental condition (e.g., determined from signals from the vehicle's environmental sensors). In this case, the modification factor is thus selected and / or modified based on the degree of maneuverability of the actively controlled vehicle function, the vehicle's driving state, and / or the vehicle's environmental conditions, and integrated into the non-actively controlled vehicle function, particularly the corresponding control parameters. This allows for particularly flexible and / or uniform adaptation of the control parameters.

[0014] Furthermore, as an alternative or supplementary solution, it is proposed that at least one compensating torque and / or compensating force be connected to the control parameters by means of an actuator in the form of an electric motor in order to modify the control parameters. In particular, the vehicle operating device can include the actuator. The actuator can be, for example, a feedback actuator at least configured to provide a reset torque acting on the operating unit or a separate compensating actuator. Advantageously, the level and / or direction or sign of the compensating torque and / or compensating force is changed according to the degree of operation of the actively controlled vehicle function, according to the vehicle's driving state, such as highway driving and / or parking, and / or according to at least one environmental condition of the vehicle, such as signals from the vehicle's environmental sensors. In this case, the compensating torque and / or compensating force is thus selected and / or modified according to the degree of operation of the actively controlled vehicle function, according to the vehicle's driving state, and / or according to the vehicle's environmental conditions, and connected to the non-actively controlled vehicle function, especially the corresponding control parameters. Therefore, highly precise adaptation of the control parameters can be achieved through flexible manipulation of the actuator.

[0015] Furthermore, it is preferred to use at least one previously applied model of the operating unit, preferably in the form of a model-based software algorithm, for modifying the control parameters. This model at least partially describes and / or mimics the physical characteristics of the operating unit. The model can be identified, in particular, by means of test measurements and / or by means of specialized algorithms, and is particularly stored in the vehicle's operating memory. Moreover, the model can correspond, in particular, to a physical model of the operating unit that mimics the real operating unit as accurately as possible. However, it is advantageous that the model corresponds to a simplified and particularly preferably linearized model of the operating unit. This, in particular, reduces computational overhead and simultaneously achieves exceptionally high energy efficiency.

[0016] If the vehicle functions include basic vehicle functions, particularly steering, braking, acceleration, and / or shifting functions, it is particularly advantageous to improve operational reliability. However, in principle, at least one of the vehicle functions can also correspond to multimedia, ventilation, and / or lighting functions.

[0017] According to one design, the operating unit is movably supported for controlling at least a first vehicle function and / or has at least one button-like and particularly manually operable operating element, such as a button and / or switch, for controlling at least a second vehicle function. The first vehicle function can be controlled by means of particularly manually performed movements of the operating unit, particularly rotational, pivotal, and / or tilting movements, and the second vehicle function can be controlled by means of particularly manually performed manipulation of the operating element, particularly in the form of a pressing operation. Furthermore, by means of modification of the control parameters, the operating unit and the operating element are decoupled from each other such that, when the first vehicle function is actively controlled by intentional movement of the operating unit, undesirable manipulation and / or activation of the second vehicle function caused particularly by unintentional manipulation of the operating element becomes difficult and / or is prevented, and / or when the second vehicle function is actively controlled by intentional manipulation of the operating element, undesirable manipulation and / or activation of the first vehicle function caused particularly by unintentional movement of the operating unit becomes difficult and / or is prevented. Preferably, the operating unit is supported in a manner that allows it to move about a horizontally oriented axis, particularly relative to the vehicle and / or the driver, for controlling a first vehicle function. Particularly preferred is that the operating unit in this case comprises a movably supported base for controlling the first vehicle function, on which the operating elements for controlling the second vehicle function are arranged. It is also advantageous to arrange multiple operating elements for controlling multiple second vehicle functions on the base, wherein the operating elements are preferably arranged such that the driver can manipulate the operating elements using different fingers of the same hand. Thus, particularly for an operating unit that is movably supported and has one or more additional operating elements, operability can be improved and operational reliability advantageously increased.

[0018] According to another design, the operating unit includes multiple button-like and particularly manually operable operating elements, such as multiple buttons and / or multiple switches, for controlling vehicle functions. At least a first vehicle function can be controlled by operation of the first operating element, particularly in the form of a press-operated action, and at least a second vehicle function can be controlled by operation of the second operating element, particularly in the form of a press-operated action, also particularly manually operated. The operating elements are decoupled from each other by modifying the control parameters, making it difficult and / or preventing unintended manipulation and / or activation of the second vehicle function, particularly caused by accidental manipulation of the second operating element, when the first vehicle function is actively controlled by intentional manipulation of the first operating element, and similarly, making it difficult and / or preventing unintended manipulation and / or activation of the first vehicle function, particularly caused by accidental manipulation of the first operating element, when the second vehicle function is actively controlled by intentional manipulation of the second operating element. Preferably, the operating elements are arranged such that the driver can operate them with different fingers of the same hand. Therefore, especially for operating units with multiple operating elements that can be manipulated by different fingers, operability can be improved and operational reliability can be enhanced.

[0019] According to another design, the operating unit for controlling vehicle functions includes a movably supported and particularly manually operable operating element, particularly a slip adjuster or advantageously a joystick and / or lever, wherein at least a first vehicle function can be controlled by means of the operating element's particularly manually implemented movement, particularly rotational movement, pivotal movement and / or tilting movement, in a first direction of movement, and at least a second vehicle function can be controlled by means of the operating element's particularly manually implemented movement, particularly rotational movement, pivotal movement and / or tilting movement, in a second direction of movement, particularly different from and advantageously perpendicular to the first direction of movement, and its In this process, by modifying the control parameters, the directions of motion, particularly the first and second directions of motion, are decoupled from each other. This makes it difficult and / or prevents undesirable manipulation and / or activation of the second vehicle function, especially caused by unintended movement of the operating element in the second direction of motion, when actively controlling the first vehicle function by intentional movement of the operating element in the first direction of motion, and / or makes it difficult and / or prevents undesirable manipulation and / or activation of the first vehicle function, especially caused by unintended movement of the operating element in the first direction of motion, when actively controlling the second vehicle function by intentional movement of the operating element in the second direction of motion. Preferably, the operating element is supported in a manner that allows movement about a horizontally and / or vertically oriented axis, particularly relative to the vehicle and / or the driver, for the purpose of controlling the vehicle function. Thus, operability is improved and operational reliability is advantageously increased, especially for operating units having a single operating element that can move in multiple directions of motion.

[0020] According to another aspect of the invention, which can be implemented either alone or advantageously added to the foregoing aspects of the invention and can preferably be combined with at least some, advantageously at least most, and preferably all of the foregoing aspects, a method for operating a vehicle control device, particularly the vehicle control device already mentioned, is provided. This method includes at least one manually operable operating unit for controlling multiple vehicle functions, and in a further operating state where at least one of the multiple vehicle functions, such as steering and acceleration, is actively controlled by means of the operating unit, the mutual influence of the actively controlled vehicle functions is modified, particularly by the mutual adaptation of corresponding control parameters. The adaptation of control parameters in this case can be performed in a manner similar to that described above. Preferably, the modification of the mutual influence is performed based on the degree of operation of the corresponding actively controlled vehicle function. Specifically, the first control parameter of the first active control vehicle function is modified based on the degree of maneuverability of the second actively controlled vehicle function, the vehicle's driving state, and / or at least one environmental condition of the vehicle; and the second control parameter of the second active control vehicle function is modified based on the degree of maneuverability of the first actively controlled vehicle function, the vehicle's driving state, and / or at least one environmental condition of the vehicle. Furthermore, it is particularly advantageous to use at least a deadband with variable width, an offset with variable height and / or direction, a modification factor with variable value, and / or a compensation torque and / or compensation force with variable height and / or direction, which are incorporated into the corresponding control parameters, in order to modify the first control parameter and / or the second control parameter. Moreover, at least one model of the operating unit, especially the model already mentioned, can preferably be used to modify the first control parameter and / or the second control parameter. This advantageously reduces and / or prevents the mutual influence of the actively controlled vehicle functions.

[0021] Furthermore, a control device is proposed, comprising a computing unit configured to implement the method for operating the vehicle control device. The "computing unit" should particularly refer to an electrical and / or electronic unit having an information input terminal, an information processing device, and an information output terminal. The computing unit also advantageously includes at least one processor, at least one operating memory, at least one input device and / or output device, at least one operating program, at least one control routine, at least one calculation routine, at least one evaluation routine, and / or at least one adaptation routine. The computing unit is thus specifically configured to modify the control parameters of the non-actively controlled vehicle functions in a controlled state, making accidental manipulation and / or activation of the non-actively controlled vehicle functions difficult and / or prevented. Furthermore, the computing unit can be configured to identify actively controlled vehicle functions. This, in particular, enables the realization of the advantages already mentioned, including at least improved operability of the vehicle control device.

[0022] Furthermore, a vehicle operating device is proposed, particularly for influencing the longitudinal and / or lateral movement of a vehicle. This device has at least one operating unit, particularly manually operable by the driver, for controlling multiple vehicle functions, particularly simultaneously and / or mutually. The adaptor unit is configured to modify at least one control parameter of a non-actively controlled vehicle function in at least one operating state where one of the vehicle functions is actively controlled by means of the operating unit, making accidental manipulation and / or activation of the non-actively controlled vehicle function difficult and / or prevented. The adaptor unit can be mechanically constructed and includes at least one transmission element and / or at least one elastic spring element, such as a compression spring. However, preferably, the adaptor unit is at least partially electrically and / or electronically constructed and includes at least one computing unit configured to implement the method for operating the vehicle operating device. The computing unit is thus configured to modify the control parameter of the non-actively controlled vehicle function in the operating state, making accidental manipulation and / or activation of the non-actively controlled vehicle function difficult and / or prevented. Furthermore, the computing unit can be configured to identify vehicle functions requiring active control. Preferably, the adapter unit is integrated into or configured as a control device for the vehicle or vehicle operating system. This, in particular, achieves the advantages mentioned earlier, including at least improving the operability of the vehicle operating system.

[0023] The method for operating the vehicle operating device and the vehicle operating device described herein should not be limited to the applications and embodiments described above. In particular, the method for operating the vehicle operating device and the vehicle operating device for performing the functions described herein are capable of having a different number of individual elements, components, and units than the number mentioned herein. Attached Figure Description

[0024] Other advantages will become apparent from the following description of the accompanying drawings. Two embodiments of the invention are illustrated in the drawings.

[0025] in:

[0026] Figure 1 A simplified illustration shows a vehicle with an exemplary vehicle operating device;

[0027] Figure 2 The vehicle operating device is shown in detail.

[0028] Figure 3 An exemplary flowchart showing the main method steps of a method for operating a vehicle control device is provided; and

[0029] Figure 4 Another embodiment of another vehicle operating device is shown in detail. Detailed Implementation

[0030] Figure 1 The simplified illustration shows a vehicle 12a configured as an exemplary sedan.

[0031] The vehicle 12a has a known drive system 34a. The drive system 34a includes, for example, a vehicle drive unit (not shown) configured as a drive motor, and a vehicle transmission (not shown) having multiple shift levels, which works in conjunction with the drive motor and is exemplarily configured as an automatic transmission. The drive system 34a is configured to provide a drive function for moving the vehicle 12a in the longitudinal direction. However, in principle, the drive system could also exist without a vehicle transmission.

[0032] Furthermore, the vehicle 12a has a braking system 36a that is known per se. The braking system 36a includes a braking unit (not shown), which is configured, in particular, as an operating brake. The braking system 36a is configured to provide a braking function for braking the vehicle 12a in the longitudinal direction.

[0033] Furthermore, the vehicle 12a includes a steering system 38a, which is known per se. The steering system 38a is configured to provide steering functionality that causes the vehicle 12a to turn or move in the lateral direction. Moreover, the steering system 38a is currently configured as a steer-by-wire system, such that steering is pre-defined to be transmitted to the wheels solely electrically in at least one operating state. In principle, however, the steering system can also be configured as a conventional steering system with a mechanical intervention mechanism (Durchgriff) and an electric steering assist mechanism in the form of a servo steering mechanism.

[0034] Furthermore, the vehicle 12a includes a vehicle operating device 10a. The vehicle operating device 10a has an electrical connection to the drive system 34a and is configured to operate the drive system 34a. The vehicle operating device 10a also has a connection to the braking system 36a and is configured to operate the braking system 36a. Additionally, the vehicle operating device 10a has an electrical connection to the steering system 38a and is configured to operate the steering system 38a. The vehicle operating device 10a is configured as a drive-by-wire device and is configured to control the longitudinal and lateral movements of the vehicle 12a, as well as the gear shifting function. Alternatively, the vehicle operating device could also be configured to control only the longitudinal or lateral movements of the vehicle. Furthermore, it is conceivable to forgo control of the gear shifting function or to control other vehicle functions, such as the automatic speedometer function, using the vehicle operating device.

[0035] Furthermore, the vehicle 12a has a control device 28a. The control device 28a is configured as a central vehicle control device. The control device 28a has an electrical connection to the vehicle operating device 10a. The control device 28a also has an electrical connection to the drive system 34a and the braking system 36a, and couples the vehicle operating device 10a to the drive system 34a and the braking system 36a. Additionally, the control device 28a has an electrical connection to the steering system 38a, and couples the vehicle operating device 10a to the steering system 38a.

[0036] The control device 28a is configured to operate the drive system 34a, the braking system 36a and the steering system 38a according to at least one signal from the vehicle operating device 10a.

[0037] Therefore, the control device 28a includes a computing unit 30a. The computing unit 30a includes at least one processor (not shown), such as a microprocessor, and at least one runtime memory (not shown). Furthermore, the computing unit 30a includes at least one running program stored in the runtime memory, the running program having at least one control routine, at least one calculation routine, at least one evaluation routine, and at least one adaptation routine. However, as an alternative, the control device can also differ from a central vehicle control device. In this case, the control device can be, for example, part of a drive system, part of a braking system, part of a steering system, or part of a vehicle operating device.

[0038] Figure 2 A purely exemplary design of the vehicle operating device 10a is illustrated in detail. The vehicle operating device 10a, in its current form, has a single manually operable operating unit 14a configured for lateral and longitudinal vehicle guidance and for controlling gear shifting. The operating unit 14a is disposed in the passenger compartment of the vehicle 12a and is fixedly connected to the vehicle 12a. The operating unit 14a is configured as a drive-by-wire unit. Furthermore, the operating unit 14a is here configured as an integrated operating element and is particularly equivalent to the operating unit disclosed in DE 102017209745 A1. However, as an alternative, the vehicle operating device can also differ from an integrated operating element and, for example, include multiple separate operating units, wherein a first operating unit for lateral vehicle guidance and a second operating unit for longitudinal vehicle guidance are provided.

[0039] The operating unit 14a includes a base 40a, which is at least substantially spherical, and a plurality of separately configured operating elements 18a, 20a, arranged, in particular, on a driver-operable surface of the base 40a. The base 40a is movably supported and is capable of rotation and / or pivoting, particularly relative to the vehicle 12a and / or the driver, about a horizontally oriented axis 42a. Figure 2In the diagram, axis 42a is oriented vertically for purely illustrative purposes. Here, by means of the movement of the operating unit 14a and, in particular, the base 40a, about axis 42a, a first vehicle function in the form of a steering function can be controlled. The operating elements 18a and 20a are button-shaped and, exemplarily, configured as switch surfaces and / or keys. The operating elements 18a and 20a are arranged such that the driver can operate them with different fingers of the same hand. The first operating element 18a of the operating elements 18a and 20a is assigned to the drive system 34a. Here, by means of operation of the first operating element 18a, especially pressing, a second vehicle function in the form of an acceleration function can be controlled. The second operating element 20a of the operating elements 18a and 20a is assigned to the braking system 36a. Here, by means of operation of the second operating element 20a, especially pressing, a third vehicle function in the form of a braking function can be controlled. As an alternative or supplementary solution, the vehicle operating device may also include operating elements configured as joysticks and / or levers. Furthermore, the operating unit may include exactly one operating element, which may be configured to control drive and braking functions, for example, based on applied pressure. Additionally, the operating unit may include more than two operating elements, wherein a third operating element may be provided, for example, for controlling gear shifting or multimedia functions.

[0040] Furthermore, the vehicle operating device 10a in the present case includes an actuator 16a. The actuator 16a is mechanically coupled to the operating unit 14a. The actuator 16a is exemplarily configured as a feedback actuator and is set to detect, in particular directly, signals, forces, and / or torques from the operating unit 14a and / or transmit, in particular directly, signals, forces, and / or torques to the operating unit 14a. In the present case, the actuator 16a is at least configured to generate a reset torque acting on the operating unit 14a. For this purpose, the actuator 16a includes at least one electric motor (not shown). However, as an alternative, the actuator can also differ from a feedback actuator. Furthermore, in principle, the actuator can also be omitted.

[0041] Because multiple vehicle functions are integrated into a single operating unit, undesirable interactions may occur between the various vehicle functions, as the configuration of these vehicle functions cannot guarantee 100% decoupling. Therefore, for example, it is possible that when the control preset for the drive system 34a is actively changed, the control preset for the steering system 38a may also be undesirably changed simultaneously.

[0042] Therefore, to improve operability and operational reliability, an exemplary method for operating a vehicle operating device 10a is described below. For this purpose, the vehicle operating device 10a has an adapter unit 32a. The adapter unit 32a is electrically and / or electronically configured and corresponds to a control device 28a. The adapter unit 32a is configured to provide a software-based algorithm for implementing the method. Here, the computing unit 30a is configured to execute the method and, in particular, has a computer program with corresponding program code segments. However, as an alternative, the adapter unit can also be configured separately from the control device and, for example, have its own computing unit for implementing the method. Furthermore, it is also conceivable in principle that the adapter unit can be constructed mechanically, for example, using a resilient spring element.

[0043] Here, in an operating state where one of the vehicle functions, namely, in particular the steering, acceleration, and / or braking functions, is actively controlled by means of the operating unit 14a, at least one control parameter of the non-actively controlled vehicle function is modified in such a way that unintentional manipulation and / or activation of the non-actively controlled vehicle function becomes difficult and / or is prevented. However, by modifying the control parameter of the non-actively controlled vehicle function in this way, active control and / or intentional manipulation and / or activation of such vehicle function can continue.

[0044] To ascertain the actively controlled vehicle functions, at least the degree of actuation of the actively controlled vehicle functions, particularly the operating unit 14a, the first operating element 18a, and / or the second operating element 20a, must be ascertained and evaluated. In principle, to ascertain the actively controlled vehicle functions, other operating parameters, such as operating torque, operating force, and / or operating time, or other parameters, such as the vehicle's driving state and / or the vehicle's environmental conditions, can also be ascertained and evaluated.

[0045] Furthermore, the modification of the control parameters of the non-actively controlled vehicle function is based on the degree of maneuverability of the actively controlled vehicle function, the driving state of the vehicle 12a, and / or at least one environmental condition of the vehicle 12a. Preferably, a model of the operating unit 14a is used here, which at least partially depicts and / or mimics the physical characteristics of the operating unit 14a.

[0046] There are several feasible solutions for modifying control parameters, which can be used individually or in combination with each other.

[0047] Here, in order to modify the control parameters, for example, a deadband, particularly symmetrical or asymmetrical, can be used, wherein the width of the deadband is changed according to the degree of maneuverability of the actively controlled vehicle function, the driving state of the vehicle 12a, and / or the environmental conditions of the vehicle 12a. Thus, the trigger threshold for the non-actively controlled vehicle function can be advantageously and easily adapted.

[0048] Furthermore, in order to modify the control parameters, an offset can be used that is connected to the control parameters, wherein the level and / or direction or sign of the offset is changed according to the degree of operation of the actively controlled vehicle function, the driving state of the vehicle 12a, and / or the environmental conditions of the vehicle 12a. Thus, trigger thresholds for the non-actively controlled vehicle functions can also be advantageously adapted.

[0049] Furthermore, in order to modify the control parameters, a modification factor connected to the control parameters can be used, wherein the value of the modification factor is changed according to the degree of operation of the actively controlled vehicle function, the driving state of the vehicle 12a, and / or the environmental conditions of the vehicle 12a. Thus, a particularly flexible and / or uniform adaptation to the control parameters can be achieved.

[0050] Furthermore, to modify the control parameters, a compensating torque and / or compensating force can be used by means of the actuator 16a connected to the control parameters. The level and / or direction or sign of the compensating torque and / or compensating force can be changed according to the degree of maneuverability of the actively controlled vehicle function, the driving state of the vehicle 12a, and / or the environmental conditions of the vehicle 12a. Thus, particularly precise adaptation of the control parameters can be achieved through flexible manipulation of the actuator 16a.

[0051] According to this embodiment, the operation unit 14a and the first operation element 18a are decoupled from each other, for example, by modifying the first control parameter, making it difficult and / or preventing undesirable manipulation and / or activation of the second vehicle function, i.e., the acceleration function, when the first vehicle function, i.e., the steering function, is actively controlled by intentional movement of the operation unit 14a. Furthermore, the operation unit 14a and the second operation element 20a are decoupled from each other by modifying the second control parameter, making it difficult and / or preventing undesirable manipulation and / or activation of the third vehicle function, i.e., the braking function, when the first vehicle function, i.e., the steering function, is actively controlled by intentional movement of the operation unit 14a.

[0052] Furthermore, by modifying the third control parameter and / or the second control parameter, the operating elements 18a and 20a can be decoupled from each other in such a way that, when the second vehicle function, i.e., the acceleration function, is actively controlled by intentional manipulation of the first operating element 18a, undesirable manipulation and / or activation of the third vehicle function, i.e., the braking function, becomes difficult and / or is prevented. Similarly, by modifying the fourth control parameter and / or the first control parameter, the operating elements 18a and 20a can be decoupled from each other in such a way that, when the third vehicle function, i.e., the braking function, is actively controlled by intentional manipulation of the second operating element 20a, undesirable manipulation and / or activation of the second vehicle function, i.e., the acceleration function, becomes difficult and / or is prevented.

[0053] Furthermore, it is possible to specify that, in at least one operating state where multiple functions, such as steering and acceleration, are actively controlled simultaneously by means of the operating unit 14a, the mutual influence of the actively controlled vehicle functions on each other can be modified by adapting the corresponding control parameters. Additionally, in this regard, various modifications to each control parameter can be coordinated, for example, by means of corresponding settlement rules. The adaptation of the control parameters in this case can be performed in a manner similar to that described above, i.e., by means of corresponding deadbands with variable widths, corresponding offsets with variable levels and / or directions, corresponding modification factors with variable values, and / or corresponding compensation torques or corresponding compensation forces with variable levels and / or directions.

[0054] In this regard, it is particularly important to consider that, for example, the ring and middle fingers of the same hand typically cannot move completely independently, and that forearm rotation can, in principle, lead to slight movements of the individual fingers. Therefore, the method and the design of the vehicle operating device 10a can, for example, prevent simultaneous braking due to steering movement when accelerating out of a curve or simultaneous steering during acceleration. Thus, it is advantageous to compensate for and conversely compensate for the undesirable effects of acceleration and / or braking on steering function.

[0055] Figure 3 An exemplary flowchart showing the main method steps of the method for operating the vehicle operating device 10a is shown.

[0056] In the first method step 50a, the vehicle function actively controlled by the operating unit 14a is identified. For this purpose, for example, the degree of manipulation of the actively controlled vehicle function, namely, the operating unit 14a, the first operating element 18a, and / or the second operating element 20a, can be identified and evaluated. If the level of control exerted by the driver, specifically for manipulating and / or activating the vehicle function, exceeds a predetermined limit, then active manipulation of the vehicle function is considered to exist.

[0057] In the second method step 52a, at least one control parameter of the vehicle functions not actively controlled by the operating unit 14a, and advantageously all vehicle functions not actively controlled by the operating unit 14a, is modified to make unintended manipulation and / or activation of the not actively controlled vehicle functions difficult and / or prevented. For this purpose, deadband, offset, modification factor, compensation torque, and / or compensation force can be incorporated into the control parameters, for example, taking into account the degree of maneuverability of the actively controlled vehicle functions, the driving state of the vehicle 12a, and / or at least one environmental condition of the vehicle 12a.

[0058] Figure 3 The exemplary flowchart herein should only exemplify the method for operating the vehicle operating device 10a. In particular, the individual method steps can be changed or additional method steps can be added.

[0059] exist Figure 4 Another embodiment of the invention is illustrated below. The following description and drawings are essentially limited to the differences between the embodiments, wherein reference numerals can be made, in principle, to other embodiments, particularly those with the same designations, especially those having the same reference numerals. Figures 1 to 3 The accompanying drawings and / or description of the embodiments. To distinguish the embodiments, the letter 'a' is placed... Figures 1 to 3 The reference numerals in the accompanying drawings of the embodiments are placed after the figures. Figure 4 In one embodiment, the letter 'a' is replaced by the letter 'b'.

[0060] Figure 4 The difference between the other embodiment and the previous embodiment lies at least substantially in the design of the operating unit 14b of the vehicle operating device 10b.

[0061] In this configuration, the operating unit 14b comprises a single operating element 22b having a slightly elongated base. The operating element 22b is configured as a joystick and / or lever. The operating element 22b is movably supported and capable of tilting and / or pivoting in multiple directions of movement 24b, 26b. Movement of the operating element 22b in the first direction of movement 24b allows control of a first vehicle function in the form of steering. Furthermore, movement of the operating element 22b in a second direction of movement 26b, perpendicular to the first direction of movement 24b, allows control of at least one second vehicle function in the form of acceleration and / or braking. However, in this configuration, the operating element may also, in principle, tilt and / or pivot in only one direction of movement or about an axis and include additional button-like operating elements, such as those for acceleration or braking functions.

[0062] According to this embodiment, by modifying the control parameters, the movement directions 24b and 26b are decoupled from each other in such a way that, when the first vehicle function, i.e., the steering function, is actively controlled by intentional movement of the operating element 22b in the first movement direction 24b, undesirable manipulation and / or activation of the second vehicle function, i.e., the acceleration function and / or braking function, caused by unintended movement of the operating element 22b in the second movement direction 26b, becomes difficult and / or is prevented. Furthermore, by modifying another control parameter, the movement directions 24b and 26b are decoupled from each other in such a way that, when the second vehicle function, i.e., the acceleration function and / or braking function, is actively controlled by intentional movement of the operating element 22b in the second movement direction 26b, undesirable manipulation and / or activation of the first vehicle function, i.e., the steering function, caused by unintended movement of the operating element 22b in the first movement direction 24b, becomes difficult and / or is prevented.

[0063] As an alternative, the vehicle operating device in this case may also include at least one or more button-shaped operating elements, which may be configured to control gear shifting or multimedia functions, for example.

Claims

1. A method for operating vehicle operating devices (10a; 10b), wherein, The vehicle operating device (10a; 10b) includes at least one manually operable operating unit (14a; 14b) for controlling multiple vehicle functions. Its characteristic is that, in at least one operating state where one of the vehicle functions is actively controlled by means of the operating unit (10a; 10b), at least one control parameter of a non-actively controlled vehicle function is modified, making unintended operation and / or activation of the non-actively controlled vehicle function difficult and / or prevented. At least one dead zone is used in order to modify the control parameters, wherein the width of the dead zone is changed according to the degree of operation of the actively controlled vehicle function, the driving state of the vehicle (12a), and / or at least one environmental condition of the vehicle (12a).

2. The method according to claim 1, characterized in that, To determine the active control vehicle function, at least one degree of maneuverability of the active control vehicle function is determined and evaluated.

3. The method according to claim 1 or 2, characterized in that, The control parameters are modified based on the degree of maneuverability of the actively controlled vehicle function, the driving state of the vehicle (12a), and / or at least one environmental condition of the vehicle (12a).

4. The method according to claim 1 or 2, characterized in that, To modify the control parameters, at least one offset is used that is connected to the control parameters, wherein the level and / or direction of the offset is changed according to the degree of maneuverability of the actively controlled vehicle function, the driving state of the vehicle (12a), and / or at least one environmental condition of the vehicle (12a).

5. The method according to claim 1 or 2, characterized in that, To modify the control parameters, at least one modification factor connected to the control parameters is used, wherein the value of the modification factor is changed according to the degree of operation of the actively controlled vehicle function, according to the driving state of the vehicle (12a), and / or according to at least one environmental condition of the vehicle (12a).

6. The method according to claim 1 or 2, characterized in that, To modify the control parameters, at least one compensating torque and / or compensating force is used by means of an actuator (16a) connected to the control parameters, wherein the level and / or direction of the compensating torque and / or compensating force is changed according to the degree of maneuverability of the actively controlled vehicle function, according to the driving state of the vehicle (12a), and / or according to at least one environmental condition of the vehicle (12a).

7. The method according to claim 1 or 2, characterized in that, At least one model of the operating unit (14a; 14b) is used to modify the control parameters, the model at least partially depicting and / or mimicking the physical characteristics of the operating unit (14a; 14b).

8. The method according to claim 1 or 2, characterized in that, The vehicle functions include at least steering, braking, acceleration and / or gear shifting.

9. The method according to claim 1 or 2, characterized in that, The operating unit (14a) is movably supported for controlling at least a first vehicle function and has at least one button-shaped operating element (18a, 20a) for controlling at least a second vehicle function. The first vehicle function can be controlled by means of movement of the operating unit (14a) and the second vehicle function can be controlled by means of manipulation of the operating element (18a, 20a). The operating unit (14a) and the operating element (18a, 20a) are decoupled from each other by means of modification of the control parameters, thereby making it difficult and / or preventing undesirable manipulation and / or activation of the second vehicle function when the first vehicle function is actively controlled by intentional movement of the operating unit (14a), and / or making it difficult and / or preventing undesirable manipulation and / or activation of the first vehicle function when the second vehicle function is actively controlled by intentional manipulation of the operating element (18a, 20a).

10. The method according to claim 1 or 2, characterized in that, The operating unit (14a) includes a plurality of button-shaped operating elements (18a, 20a) for controlling vehicle functions, wherein at least a first vehicle function can be controlled by manipulating the first operating element (18a) and at least a second vehicle function can be controlled by manipulating the second operating element (20a), and wherein the operating elements (18a, 20a) are decoupled from each other by means of modification of the control parameters, thereby making it difficult and / or preventing undesirable manipulation and / or activation of the second vehicle function when the first vehicle function is actively controlled by intentional manipulation of the first operating element (18a), and / or making it difficult and / or preventing undesirable manipulation and / or activation of the first vehicle function when the second vehicle function is actively controlled by intentional manipulation of the second operating element (20a).

11. The method according to claim 1 or 2, characterized in that, The operating unit (14b) includes an operating element (22b) movably supported for controlling vehicle functions, wherein at least a first vehicle function can be controlled by means of movement of the operating element (22b) in a first direction of movement (24b) and at least a second vehicle function can be controlled by means of movement of the operating element (22b) in a second direction of movement (26b), wherein the directions of movement (24b, 26b) are decoupled from each other by means of modification of the control parameters, thereby making it difficult and / or preventing undesirable manipulation and / or activation of the second vehicle function when the first vehicle function is actively controlled by intentional movement of the operating element (22b) in the first direction of movement (24b), and / or making it difficult and / or preventing undesirable manipulation and / or activation of the first vehicle function when the second vehicle function is actively controlled by intentional movement of the operating element (22b) in the second direction of movement (26b).

12. The method according to claim 1 or 2, characterized in that, In a state where at least one additional operating state of multiple vehicle functions is actively controlled simultaneously by means of the operating unit (14a; 14b), the mutual influence of the actively controlled vehicle functions on each other is modified.

13. The method according to claim 1 or 2, characterized in that, The vehicle operating devices (10a; 10b) are used to influence the longitudinal and / or lateral movements of the vehicle (12a).

14. A control device (28a) having a computing unit (30a) for implementing the method according to any one of claims 1 to 13.

15. A vehicle operating device (10a; 10b) having at least one manually operable operating unit (14a; 14b) for controlling multiple vehicle functions, characterized in that... An adapter unit (32a) is configured to modify at least one control parameter of a non-actively controlled vehicle function in at least one operating state in which one of the vehicle functions is actively controlled by means of the operating unit (14a; 14b), making unintended operation and / or activation of the non-actively controlled vehicle function difficult and / or prevented. At least one dead zone is used in order to modify the control parameters, wherein the width of the dead zone is changed according to the degree of operation of the actively controlled vehicle function, the driving state of the vehicle (12a), and / or at least one environmental condition of the vehicle (12a).

16. The vehicle operating device (10a; 10b) according to claim 15, characterized in that, The adapter unit (32a) includes a computing unit (30a) for implementing the method according to any one of claims 1 to 14.

17. The vehicle operating device (10a; 10b) according to claim 15 or 16, characterized in that, The vehicle operating devices (10a; 10b) are used to influence the longitudinal and / or lateral movements of the vehicle (12a).

18. A vehicle (12a) having at least one vehicle operating device (10a; 10b) according to claim 15 or 16.

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