Method for operating a vehicle's powertrain, a control unit and a motor vehicle

Abstract

The present invention relates to a method for operating a vehicle's powertrain, comprising determining environmental information about the vehicle, determining an acceleration requirement based on the environmental information, and adjusting the powertrain to implement the acceleration requirement. The invention further relates to a control unit and a motor vehicle.

Description

[0001] The invention relates to a method for operating a drive train of a vehicle, a control unit and a motor vehicle.

[0002] In the field of automotive engineering, various driver assistance systems (DAS) are known, all aimed at increasing the safety and efficiency of driving. Well-known systems include adaptive cruise control (ACC), automatic emergency braking (AEB), and lane keeping assist. These systems typically use sensors such as radar, lidar, cameras, and ultrasonic sensors to monitor the vehicle's surroundings and take appropriate action in critical situations.

[0003] Known collision avoidance methods often focus on braking or evasive maneuvers to prevent collisions. For example, DE 10 2014 206 338 A1 describes an anti-collision system that assists the driver in performing an evasive maneuver. Another example is DE 10 2004 056 120 A1, which describes a collision avoidance method by determining an evasive maneuver time interval.

[0004] DE 10 2018 215 509 A1 describes a method for operating a vehicle that is at least partially automated, in which environmental and operational information is recorded in order to detect vehicles ahead and to determine collision-free evasive trajectories in the event of a predicted accident of the vehicle ahead.

[0005] DE 10 2011 012 793 A1 discloses a driver assistance method and system for displaying and / or autonomously or semi-autonomously initiating a collision-avoiding or collision-mitigating driving maneuver of a motor vehicle, based on determined evasive trajectories. Driver characteristics are taken into account to increase the acceptance of the proposed evasive trajectories.

[0006] DE 10 2017 202 627 A1 describes an evasive steering assist system for a vehicle (ego vehicle) that supports the driver or performs an evasive maneuver at least partially automatically when a foreign vehicle is rapidly approaching from behind on the same lane.

[0007] DE 10 2018 130 431 A1 describes a method and a driver assistance system for a motor vehicle for predicting whether an overtaking road user will perform a predetermined early lane change (cut-in) onto a lane currently being used by a motor vehicle.

[0008] DE 10 2008 040 077 A1 describes a driver assistance procedure for displaying and / or autonomously or semi-autonomously initiating a collision-avoiding or collision-mitigating driving maneuver of a motor vehicle based on determined evasive trajectories. Braking and steering interventions can be performed, and the criticality of the evasive trajectories is assessed to select the most favorable trajectory.

[0009] DE 10 2016 213 022 A1 describes a control unit and a method for assisting the driver of a vehicle during an evasive maneuver. The method comprises detecting an obstacle on the vehicle's current trajectory, determining a preferred evasive trajectory, determining an indication for the driver to initiate an evasive maneuver, and controlling at least one actuator for preparatory lateral guidance when the obstacle has been detected but there is no indication yet of an evasive maneuver.

[0010] DE 10 2020 110 003 A1 describes a collision avoidance control method and a corresponding device for a vehicle, designed to prevent collisions with following vehicles. The method includes calculating the time to collision (TTC) between the vehicle and a following vehicle, determining the probability of a collision by comparing the TTC with preset reference values, and executing a collision avoidance function when a collision is likely. The collision avoidance functions include issuing a warning signal, a forward acceleration control function, and a lane change control function.

[0011] DE 10 2018 112 505 A1 describes a method and an emergency assistant for an ego vehicle for handling emergency situations in which an obstacle suddenly crosses the vehicle's lane from the side. The method includes selecting a suitable emergency strategy and controlling the vehicle based on the selected strategy.

[0012] Possible emergency strategies include deceleration, acceleration, swerving left or right, leaving the roadway, and collision with a vehicle or obstacle.

[0013] However, in many critical situations, such as suddenly appearing obstacles or imminent rear-end collisions, braking or evasive maneuvers alone are insufficient to prevent a collision. In such cases, a deliberate increase in the vehicle's acceleration may be necessary to quickly and safely escape the danger zone.

[0014] It is therefore an object of the present invention to provide a method and a device that make it possible to maximize the acceleration capability of a vehicle in critical driving situations.

[0015] This problem is solved by a method according to claim 1, a control unit according to claim 14 and a motor vehicle according to claim 15.

[0016] Further advantageous embodiments of the invention will become apparent from the dependent claims and the following description of preferred embodiments of the present invention.

[0017] A first aspect of the invention relates to a method for operating a vehicle's powertrain, comprising: - Determining environmental information about the vehicle; - Determining the need for acceleration based on the; and - Adjusting the drivetrain to meet acceleration requirements.

[0018] To determine environmental information for the vehicle, sensors and other detection systems can be used to collect data about the vehicle's surroundings. From this environmental data, the environmental information is derived, which can include information about other vehicles, obstacles, lane and road information (current lane, number of lanes, road conditions (e.g., wetness, slipperiness), any construction sites or bottlenecks, etc.), weather conditions (which can affect visibility for the driver), and traffic conditions. Furthermore, the environmental information can also include the vehicle's position. Examples of sensors for acquiring environmental data are radar, lidar, cameras, and ultrasonic sensors, which can be mounted on the vehicle.In some examples, environmental information can also be retrieved from external sources, such as through car-to-car (C2C) communication with other vehicles or car-to-infrastructure (C2I) communication with infrastructure facilities. Such external information can include traffic information, road conditions, weather information, and other relevant data.

[0019] Determining the need for acceleration is based on environmental information. This step analyzes whether a critical driving situation exists or is likely to occur that requires strong vehicle acceleration. This can be done using algorithms and predictive models that evaluate the collected environmental information to determine the acceleration requirement. Examples of such situations include overtaking maneuvers, avoiding rear-end collisions, or merging into traffic.

[0020] To address the acceleration requirement, the powertrain is adjusted. This acceleration requirement can either be present or anticipated in the future. In the first case, the vehicle begins accelerating or is already accelerating; in the second, acceleration will be needed soon. Typically, the acceleration required in the near future is less than a second away, sometimes two to three seconds. An example of the second scenario, where it might take longer for the required acceleration to occur, would be driving (e.g., on a country road) behind a truck while waiting for an overtaking opportunity. In such a situation, however, no overtaking opportunity may arise for several minutes (e.g., due to oncoming traffic, limited visibility from curves, etc.).During this time, the vehicle may – as described later – drive in a lower gear; a hybrid vehicle may have its combustion engine active and engaged, and additionally charge the battery via load point shifting, in order to have more electric boost available during the actual overtaking maneuver. Furthermore, as described later, all-wheel drive could be active during this time.

[0021] Based on the identified acceleration requirements, measures are taken to increase the powertrain's performance or prepare it for increased power output. These measures can affect various aspects of the powertrain, including engine control, transmission settings, and the use of hybrid or electric components. This enables an immediate or future and effective increase in drive power, allowing the vehicle to quickly and safely escape a critical situation. Targeted powertrain adjustments ensure that the vehicle's maximum acceleration capability is utilized.

[0022] In one embodiment, the powertrain adjustment includes an internal combustion engine measure. This measure aims to increase the power output of the internal combustion engine in order to enable rapid and effective acceleration in critical driving situations.

[0023] One combustion engine modification can involve disabling cylinder deactivation. Cylinder deactivation allows specific cylinders of the internal combustion engine to be deactivated under low load to reduce fuel consumption and emissions. Disabling cylinder deactivation activates all cylinders of the engine, resulting in increased engine power.

[0024] Another measure used in internal combustion engines is adjusting the camshaft position for maximum performance. This means that the camshaft position is set so that the engine can deliver maximum power. The camshaft position influences the engine's valve timing and can be adjusted by variable camshaft timing (VCT) systems to optimize engine performance. By adjusting the camshaft position to a position that allows for maximum power, engine power and torque can be increased. For example, opening the intake valves earlier allows more air into the cylinder, which increases combustion efficiency and thus power. Additionally or alternatively, closing the exhaust valves later can improve exhaust gas recirculation and increase cylinder pressure, which can also boost power.Furthermore, the camshaft position can also influence the valve lift. A greater valve lift allows for a higher air and fuel flow rate, which increases combustion efficiency and power. At low engine speeds, a smaller valve lift can be used to increase flow velocity and improve cylinder filling.

[0025] Another combustion engine modification is the use of a rich mixture. A rich mixture refers to setting the air-fuel mixture to be burned to a richer fuel mixture than the stoichiometric ratio. This is normally avoided to reduce emissions and optimize fuel consumption. A rich mixture can temporarily increase engine power because the richer mixture allows for a higher energy output per combustion cycle. However, because this could increase emissions, it would not be done outside of an emergency situation.

[0026] Furthermore, a rich fuel mixture can also cool the internal combustion engine, turbocharger, and catalytic converters, thereby allowing for increased power output. This allows these components to be cooled down in preparation for the subsequent increased power output, which is accompanied by higher temperatures.

[0027] Finally, even the temporary suspension of an internal combustion engine limitation can be considered an internal combustion engine measure. Modern engine control units often include power limits to extend engine life and optimize fuel consumption. These power limits can affect, for example, engine speed, torque, and / or engine power. Other limitations, such as boost pressure limits, temperature limits, fuel quantity limits, and ignition timing limits, can also be temporarily suspended. By temporarily suspending these limits, full engine power can be accessed. This allows for increased vehicle acceleration in critical situations without compromising the engine's long-term reliability.

[0028] Furthermore, in a hybrid vehicle, the internal combustion engine can be started and, if necessary, coupled to the drivetrain if it was not previously in operation. This allows additional combustion engine power reserves to be made available and accessed when acceleration is required.

[0029] By applying one or more of these combustion engine measures, the performance of the internal combustion engine can be increased in critical driving situations. This can help avoid collisions and increase occupant safety.

[0030] In one embodiment, the combustion engine measure comprises at least one of the measures described above, i.e.: - Deactivating cylinder deactivation; - Adjusting the camshaft position for maximum performance; - Setting up a grease operation; and - Disabling an internal combustion engine limiter.

[0031] In one embodiment, the combustion engine measure comprises the following: - Increasing boost pressure and / or fill level, - Adjusting a reduced efficiency by changing at least one of an ignition timing degree, an injection pattern and / or an injection angle; and - when a full load demand is present, reset to an optimal efficiency.

[0032] These steps are primarily performed when the powertrain needs to be prepared for an imminent acceleration demand. By increasing the boost pressure and / or cylinder filling and setting a reduced efficiency, the internal combustion engine is brought into a state where it delivers more power. This increased power is then throttled back by setting the reduced efficiency, so that the engine's power output corresponds to its previous state (i.e., before the boost pressure and / or cylinder filling were increased). When full load is required, i.e., when the acceleration demand is about to be met, the internal combustion engine is operated at an optimized efficiency. This is achieved by adjusting the ignition timing, injection pattern, and / or injection angle accordingly.

[0033] In other words, the boost pressure and cylinder filling can be increased in the internal combustion engine. However, to avoid excessive power output, the engine's efficiency can be temporarily reduced by adjusting the ignition timing, injection pattern, and / or injection angle. As soon as full load is required (i.e., when acceleration is needed), the ignition timing, injection pattern, and / or injection angle are reset to their optimal settings.

[0034] Boost pressure is the pressure of the air forced into the intake manifold of an internal combustion engine by a turbocharger or supercharger. Charge refers to the volume of air and fuel entering the cylinder.

[0035] Increasing the boost pressure forces more air into the cylinder, thereby increasing the amount of oxygen available for combustion. It also allows for a denser air charge in the cylinder. A higher cylinder filling means that more air and fuel enter the cylinder, increasing the energy output per combustion cycle. These measures enable more efficient combustion and thus increased engine power.

[0036] The ignition timing refers to the point at which the spark plug ignites the air-fuel mixture. By adjusting the ignition timing, the ignition point can be modified to optimize combustion efficiency. An earlier ignition timing can increase power, while a retarded ignition timing can reduce emissions.

[0037] The injection pattern refers to the way the fuel is injected into the cylinder, and the injection angle refers to the angle at which the fuel is injected into the cylinder. By adjusting the injection pattern and injection angle, the distribution of fuel in the cylinder can be either optimized or reduced, thus maximizing or decreasing combustion efficiency, respectively.

[0038] These measures do result in a temporary reduction in efficiency. However, this is acceptable in order to provide a readily available reserve of combustion engine power.

[0039] Resetting to optimal efficiency refers to returning to the optimal settings for ignition timing, injection pattern and injection angle as soon as maximum power is required, and ensures that the internal combustion engine, in combination with the increased boost pressure and / or increased volumetric efficiency, can meet the acceleration or full-load requirements.

[0040] In one embodiment, adjusting the drivetrain includes a transmission-side measure. A transmission-side measure refers to adjustments and controls that directly affect the vehicle's transmission. The transmission is an essential element of the drivetrain that converts engine power into forward motion and transmits speed and torque to the wheels. Targeted adjustments to the transmission can significantly influence the vehicle's performance.

[0041] In one embodiment, the transmission-side measure comprises downshifting an automatic transmission or prompting the driver to downshift. Downshifting an automatic transmission refers to shifting into a lower gear. Alternatively, in the case of a manual transmission, a vehicle-side output device can prompt the driver to shift into a lower gear.

[0042] This leads to an increase in the speed of the internal combustion engine and / or an electric (drive) motor (e.g., 5000 rpm), allowing it to enter a range with higher power output or maximum power. Downshifting enables the vehicle to accelerate faster because more wheel torque or power is available.

[0043] In one embodiment, adjusting the drivetrain includes setting a drive operating mode, in particular all-wheel drive. Generally, modern vehicles have various drive operating modes that can be adapted depending on the driving situation and requirements. These modes can distribute power to the front axle, the rear axle, or all four wheels. All-wheel drive refers to a drive mode in which the drive power is distributed to all four wheels of the vehicle. This improves the vehicle's traction and stability, especially on slippery or uneven roads. By activating all-wheel drive, the vehicle can utilize the available power more efficiently and improve acceleration.

[0044] Depending on the vehicle's design, the all-wheel drive can be activated by various mechanisms, such as engaging a Haldex coupling or activating an (optionally additional) electric motor on the second axle. These mechanisms ensure that the drive power is distributed evenly to all four wheels to maximize traction and stability.

[0045] Furthermore, there are also other drive modes such as launch control (i.e., enabling improved acceleration from a standstill by controlling engine speed and wheel slip), hybrid boost mode (where the combined power of the internal combustion engine and the electric machine is used to maximize acceleration capability), etc.

[0046] In one embodiment, adjusting the drivetrain is an electromechanical measure. An electromechanical measure refers to adjustments and controls that directly or indirectly affect the electric machine used, for example, in hybrid or electric vehicles for propulsion.

[0047] An electromechanical measure can involve increasing power and torque beyond the normal limitations of the electric machine and / or the battery.

[0048] In a hybrid or electric vehicle, a short-term increase in power and / or torque may occur, exceeding the usual operating limits of the electric motor and / or battery. This measure is taken to enable rapid and effective acceleration in critical driving situations, even though it could temporarily reduce the lifespan of the electric motor or battery.

[0049] The electromechanical measure can thus include suspending an electromechanical power limitation. These power limitations can relate to various aspects, such as the maximum current the electric motor is allowed to draw or the maximum speed of the motor.

[0050] The electromechanical measure can also include suspending a limit on power consumption from the battery. By temporarily suspending this limit, the battery's full capacity can be used to supply the electric motor with maximum energy. This enables a significant increase in the vehicle's acceleration performance in critical situations.

[0051] In one embodiment, the electromechanical measure includes suspending an electromechanical power limitation.

[0052] In one embodiment, adjusting the powertrain includes a hybrid-side measure. A hybrid-side measure refers to adjustments and controls that directly affect the hybrid powertrain. A hybrid powertrain combines the internal combustion engine with the electric motor.

[0053] For example, the hybrid-side measure can include pre-tensioning the powertrain by increasing the combustion engine power and simultaneously operating an electric machine as a generator.

[0054] Pre-tensioning the powertrain increases the power output of the internal combustion engine beyond the current drive demand, while the electric motor compensates for the additional power through a negative torque (recuperation). This reduces delays during charge build-up, such as turbo lag. Simultaneously, pre-tensioning allows the battery to be charged. Pre-tensioning ensures that the power required for acceleration is immediately available by decoupling the electric motor from the powertrain or operating it in a boosting mode, i.e., as a drive motor. In other words, if a full-load demand occurs during pre-tensioning (i.e., when acceleration is required), the electric motor is either decoupled or operated in boosting mode.Thus, by pre-tensioning the drivetrain, it can be prepared for future acceleration requirements.

[0055] In one embodiment, the hybrid-train-side measure includes the pre-tensioning of the drive train as described above.

[0056] In one embodiment, while the acceleration requirement is being implemented or prepared, an intervention by an anti-slip control system or an electronic stability program (ESP) does not suspend longitudinal acceleration initiated by a driver assistance system. Driver assistance systems (DAS) such as anti-slip control (ASR) and ESP are designed to increase the safety and stability of the vehicle by intervening automatically in critical driving situations. Anti-slip control is designed to prevent wheel spin during acceleration. It intervenes by reducing engine speed or applying targeted braking to the drive wheels. ESP is designed to selectively brake individual wheels and adjust engine power to maintain vehicle stability and prevent skidding.An intervention by ASR and / or ESP should not lead to the deactivation of driver assistance systems that regulate longitudinal acceleration of the vehicle, such as Adaptive Cruise Control (ACC), Travel Assist, etc.

[0057] In one embodiment, determining the acceleration requirement includes predicting it. This means that the acceleration requirement is not present at the current time, but will arise in the future. The timing of this acceleration requirement affects the applicable measures for adjusting the powertrain. For example, pre-tensioning the powertrain and increasing the boost pressure and / or the cylinder filling level while simultaneously reducing efficiency are particularly well-suited for situations where the acceleration requirement lies in the future.

[0058] A second aspect of the invention relates to a control unit configured to perform one of the methods described above. A control unit, also known as an electronic control unit (ECU), is an electronic device used to control and monitor various systems and components in a vehicle. The control unit typically includes a microcontroller or microprocessor, memory, input and output (I / O) interfaces, communication interfaces, a power supply, and a protective housing. It is configured to receive data from various sensors, process this data, and send appropriate control signals to actuators (e.g., of the powertrain) to ensure the optimal performance and functionality of the controlled systems.The control unit also communicates with other control units and systems in the vehicle to ensure seamless integration and coordination of the various functions.

[0059] The control unit is designed to analyze the collected data and determine whether a critical driving situation exists that requires strong acceleration of the vehicle. This can be achieved through algorithms and predictive models that evaluate the data and calculate the required acceleration.

[0060] A third aspect of the invention relates to a motor vehicle comprising the control unit described above and configured to perform one of the methods described above. The motor vehicle can, for example, be designed as a hybrid vehicle and thus comprise a hybrid powertrain consisting of an internal combustion engine and an electric (drive) motor.

[0061] Exemplary embodiments of the invention will now be described by way of example and with reference to the accompanying drawing. This shows: Fig. 1 Schematic diagram of components of a driver assistance system of a motor vehicle; Fig. 2 schematically a method according to one embodiment; Fig. 3a, Fig. 3b schematically depicts a first driving situation; Fig. 4a, Fig. 4b schematically a second driving situation; Fig. 5 schematically a third driving situation, and Fig. 6 schematically the motor vehicle

[0062] Fig. Figure 1 schematically shows a (motor) vehicle 1 that is equipped to perform a procedure 20, described later, for adjusting a powertrain 100 of the vehicle 1. For this purpose, the vehicle 1 includes a driver assistance system. Fig. Figure 1 therefore shows selected components of vehicle 1 for providing the driver assistance system.

[0063] Vehicle 1 is in Fig. 1 is designed as a hybrid vehicle and the powertrain 100 thus comprises an internal combustion engine 1 connected to an electric machine 105. The electric machine 105 is optionally connected to an electrical storage device 107 and to the transmission 103 via a coupling (not shown). The transmission 103 can transmit drive power to drive wheels (not shown). The in Fig. The powertrain shown is configured as a P2 hybrid. However, other hybrid configurations are also possible.

[0064] Furthermore, the vehicle 1 includes a sensor system 200, which is configured to acquire environmental data from the vehicle 1's surroundings. The sensor system 200 comprises one or more environmental sensors to acquire at least a front environment, a rear environment, and side environments of the vehicle 1. The environmental sensors may include at least one radar, lidar, camera, and ultrasonic sensor. The environmental data acquired by the sensor system 200 is processed by a control unit 300 to determine environmental information.

[0065] Furthermore, sensors (not shown) are provided to record operating parameters of the powertrain. For example, corresponding sensors for recording the operating parameters can be arranged on the internal combustion engine 101, the transmission 103, and the electric machine 105. Operating parameters of the electrical storage device 107 can be retrieved via a battery management system connected to the electrical storage device and forwarded to the control unit 300.

[0066] Fig. Figure 2 shows a method 200 for operating the drive train 100 according to an embodiment as a block diagram.

[0067] Block 21 is used to determine environmental information about a vehicle 1.

[0068] In block 25, an acceleration requirement is determined based on environmental information. The acceleration requirement can either already exist, meaning vehicle 1 is already accelerating or has begun to accelerate and further acceleration is needed, or it can lie in the future, meaning vehicle 1 will need to accelerate soon.

[0069] In block 27, the powertrain 100 is adjusted to meet acceleration requirements. Adjusting the powertrain 100 allows, on the one hand, the acceleration of vehicle 1 to be increased through internal combustion engine, transmission, hybrid drive, and / or electric motor measures. On the other hand, the powertrain 100 can also be adjusted to prepare vehicle 1 for an upcoming acceleration requirement and then ultimately deliver it.

[0070] For example, while vehicle 1 is beginning or already accelerating, adjusting the powertrain 100 to meet the acceleration requirements may include the following measures: If vehicle 1 is equipped with internal combustion engine 101, cylinder deactivation can be deactivated to activate all cylinders and thus maximize the potentially available engine power. Additionally or alternatively, the camshafts of internal combustion engine 101 can be adjusted to provide maximum power output. Additionally or alternatively, a richer fuel mixture can be set for combustion to increase the power output of internal combustion engine 101. Additionally or alternatively, a short-term increase in power and / or torque beyond the limits of internal combustion engine 101 can be achieved (mechanical overboost). Other combustion engine modifications are also conceivable.

[0071] If the vehicle 1 is designed as a hybrid or electric vehicle, a short-term increase in power and / or torque beyond the normal limits of the electric machine (drive motor) 105 and the electric storage device 107 is possible. Further electromechanical measures are also conceivable.

[0072] If the transmission 103 is an automatic transmission (e.g., a torque converter transmission, a dual-clutch transmission, etc.), a downshift can be performed. If, however, the vehicle 1 is equipped with a manual transmission, the driver may be prompted to downshift in order to bring the internal combustion engine 101 and / or the electric motor 105 into a speed range in which it can deliver its maximum power. Other transmission-related measures are also conceivable.

[0073] If vehicle 1 has all-wheel drive, the all-wheel drive can be activated, for example by engaging a mechanical clutch (e.g., a Haldex clutch) or by activating a second electric motor (e.g., an asynchronous motor) to increase traction. Selecting a different drive mode for vehicle 1 is also possible.

[0074] Another measure could be to prevent ABS and ESP interventions from leading to the suspension or deactivation of driver assistance systems for controlling vehicle longitudinal acceleration, e.g. ACC or Travel Assist, during the implementation or preparation of the acceleration requirement.

[0075] Furthermore, if the acceleration requirement lies in the future (i.e., is predicted) and thus vehicle 1 will soon require acceleration, adjusting the powertrain to meet the acceleration requirement may include the following measures:If vehicle 1 is configured as a hybrid vehicle, the internal combustion engine 101 can be started and engaged if it is not already. If vehicle 1 has an internal combustion engine 101, the boost pressure and / or volumetric efficiency can be increased. To avoid excessive power output, a less efficient ignition timing or injection pattern / angle can be temporarily used. Once full load is required (i.e., when acceleration is needed), the optimal settings for ignition timing, injection pattern, and injection angle can be restored. Additionally or alternatively, a rich mixture can be set to cool the internal combustion engine 101, a turbocharger (not shown), and catalytic converters (not shown), thereby enabling subsequent power output.Additionally or alternatively, cylinder deactivation can be deactivated to activate all cylinders. Additionally or alternatively, the camshafts of the internal combustion engine 101 can be adjusted to provide maximum power. Further combustion engine modifications are also conceivable. As described above, a downshift can occur if an automatic transmission is present. With a manual transmission, the driver can be prompted to downshift. Further transmission-related modifications are also conceivable.

[0076] As described above, all-wheel drive can be activated if the vehicle is equipped with it. Additionally or alternatively, it can also be prevented that ABS and ESP interventions during the conversion or preparation of acceleration requirements lead to the suspension or deactivation of driver assistance systems for controlling longitudinal acceleration, such as ACC or Travel Assist.

[0077] If vehicle 1 is configured as a hybrid vehicle, the powertrain 100 can be pre-tensioned. The power output of the internal combustion engine 101 is increased beyond the currently required propulsion demand, while the electric motor 105 compensates for the excess power through a negative torque (recuperation). In addition, the electric storage device 105 is charged and can therefore provide a stronger and longer boost. To meet the acceleration demand, the electric motor 105 is then decoupled or additionally operated as a drive motor.

[0078] Fig. 3a and Fig. Figure 3b presents a first problem in which the first vehicle 1 must accelerate. Fig. 3a The first vehicle 1 is located in the right-hand lane between a second vehicle 3 and a third vehicle 5. In the situation according to Fig. Vehicle 3a brakes sharply, as indicated by brake lights 3a. A fourth vehicle 7 approaches at high speed in the left lane.

[0079] The driver assistance system of the first vehicle 1 detects the driving situation and, as in Fig. 3b initiates an evasive maneuver into the left lane because an emergency braking maneuver in the right lane would result in a high probability of a rear-end collision with the third vehicle 5, as it is too close to the first vehicle 1. The driver assistance system detects that the fourth vehicle 7 is approaching at a very high speed, indicating a high probability of a collision. Therefore, the driver assistance system determines the need for acceleration based on the surrounding information and briefly accelerates the first vehicle 1 to give the fourth vehicle 7 more time to brake, as indicated by brake lights 7a. The third vehicle 5 also brakes, as indicated by brake lights 5a, to avoid colliding with the second vehicle 3.

[0080] Fig. 4a and Fig. Figure 4b shows a second problem scenario in which the first vehicle (1) is in the right lane and the second vehicle is approaching from behind at high speed and intends to overtake via the left lane. However, the oncoming third vehicle (5) is in the left lane and detects the overtaking second vehicle (3) too late. The second vehicle (3) wants to abort the overtaking maneuver, at which point there is a high probability of a collision with the rear of the first vehicle (1). The driver assistance system of the first vehicle (1) detects this and, based on the environmental information, determines the required acceleration to overtake the first vehicle (1) as described in Figure 4b. Fig. 4b shows a brief, strong acceleration to prevent a collision between the first vehicle 1 and the second vehicle 3.

[0081] Fig. Figure 5 shows a third problem scenario in which the first vehicle 1 needs to accelerate. Here, the first and second vehicles 1 and 3 are in the same lane. The second vehicle 3 is approaching at too high a speed and is likely to collide with the first vehicle 1. The driver assistance system of the first vehicle 1 detects this and, based on environmental information, determines the need for acceleration in order to briefly accelerate the first vehicle 1 sharply in order to prevent a collision.

[0082] Fig.Figure 6 schematically shows the control unit 300, which is configured to execute the procedure 20 described above. The control unit 300 is located in the (first) vehicle 1 and can control the powertrain 100 with its components. The control unit 300 comprises a processor 372, a memory (electronic storage medium) 374, and an interface 378. Furthermore, software (or a computer program) 276, designed to execute the procedure 20 described above, is stored in the memory 374. The processor 372 is designed to execute program instructions from the software 376. The interface 378 is designed to receive and transmit data. This could, for example, be an interface to a CAN bus of the vehicle 1, via which the control unit 300 receives signals and sends control commands. Reference symbol list 1 vehicle 3 Second vehicle 3a Brake lights of the second vehicle 5 Third vehicle 5a Brake lights of the third vehicle 7 Fourth vehicle 7a Brake lights of the fourth vehicle 20 procedures 21. Determining environmental information about the vehicle 23 Determining the need for acceleration based on environmental information 25 Adjusting the powertrain to meet acceleration requirements 100 Powertrain 101 Internal combustion engine 103 gearboxes 105 Electric Machine 107 Electrical storage 200 sensors 300 control unit 372 processor 374 storage 376 Software (computer program) 378 Interface QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2014 206 338 A1

[0003] DE 10 2004 056 120 A1

[0003] DE 10 2018 215 509 A1

[0004] DE 10 2011 012 793 A1

[0005] DE 10 2017 202 627 A1

[0006] DE 10 2018 130 431 A1

[0007] DE 10 2008 040 077 A1

[0008] DE 10 2016 213 022 A1

[0009] DE 10 2020 110 003 A1

[0010] DE 10 2018 112 505 A1

[0011]

Claims

[1] Method (20) for operating a powertrain of a vehicle (1), comprising: - (21) Determining environmental information of the vehicle (1); - (23) Determining the need for acceleration based on the surrounding information; and - (25) Adjusting the drive train (100) to meet the acceleration requirements. [2] Method (20) according to claim 1, wherein the adjustment of the drive train (100) comprises an internal combustion engine measure. [3] Method (20) according to claim 2, wherein the combustion engine measure comprises at least one of the following: - Deactivating cylinder deactivation; - Adjusting the camshaft position for maximum performance; - Setting up a grease operation; and - Disabling an internal combustion engine limiter. [4] Method (20) according to claim 3, wherein the internal combustion engine measure comprises: - Increasing boost pressure and / or fill level, - Adjusting a reduced efficiency by changing at least one of an ignition timing degree, an injection pattern and / or an injection angle; and - when a full load demand is present, reset to an optimal efficiency. [5] Method (20) according to one of the preceding claims, wherein the adjustment of the drive train comprises a gearbox-side measure. [6] Method according to claim 5, wherein the transmission-side measure comprises downshifting an automatic transmission (103) or requesting a downshift of a transmission (103). [7] Method (20) according to one of the preceding claims, wherein the adjustment of the drive train (100) comprises adjusting a drive operating mode, in particular an all-wheel drive. [8] Method (20) according to one of the preceding claims, wherein the adjustment of the drive train (100) comprises an electromechanical measure. [9] Method (20) according to claim 8, wherein the electromotive measure comprises suspending an electromotive power limitation. [10] Method (20) according to one of the preceding claims, wherein the adjustment of the powertrain (100) comprises a hybrid-train-side measure. [11] Method (20) according to claim 10, wherein the hybrid-side measure comprises pre-tensioning the drive train (100) by increasing an internal combustion engine power and simultaneously operating an electric machine (105) as a generator. [12] Method (20) according to one of the preceding claims, wherein, while the acceleration requirement is being implemented or prepared, an intervention of an anti-slip control or an ESP does not lead to the suspension of a longitudinal acceleration effected by a driver assistance system. [13] Method (20) according to any of the preceding claims, wherein determining the acceleration requirement includes predicting the acceleration requirement. [14] Control unit (300) configured to perform a method (20) according to any one of the preceding claims 1 to 13. [15] Motor vehicle (1) with a control unit (300) according to claim 14, wherein the motor vehicle (1) is equipped to perform a method (20) according to any one of claims 1 to 13.

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