DE102004057147A1 - A method for controlling a vehicle located in a traffic adaptive assistance system with speed and / or distance-related sizes of the vehicle and a vehicle in front - Google Patents

Abstract

A method for controlling a vehicle-mounted traffic-adaptive assistance system with speed and / or distance-related variables of the vehicle and a preceding vehicle, wherein the assistance system using these quantities causes acceleration or deceleration of the vehicle and wherein in certain ranges of values of actual sizes no target variables are used to control the assistance system, characterized in that no acceleration or deceleration of the vehicle in the longitudinal direction is provided when the difference between the actual time interval and a target time interval is less than a predeterminable, speed-dependent value and / or the difference between the own speed and the speed of the preceding vehicle is smaller than a predeterminable, speed-dependent value.

Description

The The invention relates to a method for controlling one in one Vehicle adaptive assistance system with speed-sensitive and / or distance related quantities of the Vehicle and a preceding vehicle, the assistance system using these sizes one Acceleration or a delay causes the vehicle, and wherein in certain ranges of values of actual sizes no Goals for Control of the assistance system can be used. Actual sizes are current Sizes, e.g. the current speed of the vehicle, and target sizes of desired sizes, for example a distance to be set for the preceding vehicle.

Such a method is described by the applicant in the DE 103 08 256 A1 proposed.

generally known results in a for the driver particularly comfortable assistance system when the response of the assistance system (i.e., the acceleration or deceleration of the vehicle) on the Difference between the actual time interval and the target time interval or on the difference between your own speed and the speed of the preceding vehicle is particularly "slow" (i.e. or delay values of the vehicle) fails. this leads to However, for safety reasons, usually a relatively large distance is provided to the preceding vehicle, causing other vehicles einscheren easily and can disturb the driver. It has also been shown that a sequence of vehicles with such "slow" assistance systems is unstable instability leads to Formation of moving traffic jams in traffic when the proportion of vehicles with "slow" assistance systems greater than a critical value, see B.S. Kerner, "The Physics of Traffic" (Springer, Berlin, New York 2004).

In contrast, is a sequence of vehicles having "fast" assistance systems (i.e., the assistance system responds to the difference between the actual time interval and the Target time interval or the difference between your own speed and the speed of the preceding vehicle with a relatively large Acceleration or deceleration of the vehicle) stable. Thus, such "fast" assistance systems of emergence act moving traffic jams in traffic. As a result, no arise moving congestion in traffic when the proportion of vehicles with "fast" assistance systems greater than is a critical value. Also gets by a rather smaller distance to the vehicle in front, the constant shearing of other vehicles prevented. On the other hand, "fast" assistance systems for the driver not very comfortable. Because while a driver self-chosen relatively large acceleration or deceleration values accepted, such values will be rejected if they are automatically, i. from the assistance system.

The The object of the invention is a method for driving an in-vehicle traffic-adaptive assistance system specify that increases ride comfort without sacrificing road safety to endanger, and counteracts the emergence of moving congestion in traffic.

The Task is solved in each case by the features of the two independent, independent claims 1 and 2. The dependent claims relate to advantageous embodiments and further developments of the invention.

According to the invention is no Acceleration or deceleration of the vehicle in the longitudinal direction provided when the difference between the actual time interval and a target time interval less than a predeterminable, speed-dependent value is. Also, the invention provides that no acceleration or deceleration of the vehicle in the longitudinal direction is provided when the difference between your own speed and the speed of the preceding vehicle is less than is a predeterminable, speed-dependent value.

The main idea of the invention is that in certain cases, there is no reaction to a change in the current time interval and / or the speed difference between the vehicle and a preceding vehicle, namely if the difference hisses the current time interval and a desired time interval or the difference between the time difference own speed and the speed of the preceding vehicle is less than a corresponding dependent on the vehicle speed function. To ensure road safety, this is preferably at relatively ge wrestle vehicle speeds provided. This results in a particularly comfortable and energy-saving control of the assistance system by not responding to the smallest changes between the vehicles and accordingly the assistance system is controlled. Furthermore, the stability of traffic is significantly increased by the increased use of such controlled assistance systems by the congestion risk is reduced.

While usually for controlling traffic-adaptive assistance systems (regulation) with the "effects" of the scheme is, for example, by a traffic-adaptive assistance system in a first step certain acceleration then in is limited to a second step, the invention starts earlier. The invention attacks the "causes" by directly intended for driving the traffic-adaptive assistance system Sizes considered to test, whether an acceleration or deceleration longitudinal is to be provided. Thus, the invention combines the advantages of a People (driver), namely in dense traffic not to a slight change in the current time interval and / or the speed difference between the vehicle and to react to a vehicle in front, with the advantage of a Machine (assistance system), namely react immediately without reaction time. This makes a special comfortable assistance system, as the time gained by the lack of response time is necessary converted into a correspondingly lower set acceleration or deceleration can be. Because there is more time for the acceleration or deceleration process to disposal.

Preferably is distinguished to the choice of the speed-dependent value, whether the actual time interval is greater than is the target time interval or less than the target time interval and / or whether your own speed is greater or greater is less than the speed of the preceding vehicle. This allows a particularly safe assistance system.

The inventive idea can be realized by various combinations. So, for example either only the difference between the current time interval and a desired one Time interval or the difference between your own speed and the speed of a preceding vehicle considered become. Alternatively, it is provided that any combination used in these sizes becomes. Each form of realization can be used to control the assistance system your own vehicle speed, the speed difference between the own vehicle and the preceding vehicle and / or use the current time interval.

In a particularly preferred embodiment is provided that a certain, specifiable vehicle speed is provided, when they are exceeded from the assistance system a constant target time interval to the preceding Vehicle is used. This time interval becomes, for example from the driver in conventional Given way. If the vehicle has a speed, which is less than this speed, so will instead Constant uses a variable target interval. The variation the target time interval may depend in particular on the speed of the vehicle, the current time interval and / or the speed difference of the vehicle to the vehicle in front Vehicle.

Preferably the variation of the desired takes place Time interval in the form of a reduction, the reduction with smaller Becoming the actual distance and / or decreasing actual speed and / or increasing Differential speed reinforced becomes.

In turn Here are any combinations between either a difference between the actual time interval and the target time interval and / or a difference between the actual speed and the speed of a preceding vehicle.

In the case the use of the difference between one's own speed and the speed of a preceding vehicle is preferable additionally provided that when the vehicle speed a certain Speed threshold is exceeded, the reaction of the vehicle to the difference between its own Speed and the speed of the preceding vehicle is reduced becomes.

In one embodiment of the invention, it is provided that a desired, for example, the vehicle driver predetermined, target time interval is varied only if the difference between the speed of the own vehicle and that of the preceding vehicle is less than or equal to zero. Alternatively or additionally, it can be provided that the differential speed is moved accordingly becomes. This results in a comfortable and very safe control.

In A development of the invention is provided that the respective Variation dependent from the middle time intervals is made on other lanes. This gives one to the special situation particularly well adjusted scheme. The middle one intervals on other lanes can do this for example, measured by the vehicle or other vehicles be transmitted by vehicle-vehicle communication.

The Invention will now be illustrated with reference to a drawing. It shows the only Fig. A particularly preferred embodiment of the invention.

In traffic adaptive assistance systems, for example ACC (automatic cruise control) or stop-and-go assistance system, the acceleration or deceleration ^a n (n is the time) of the vehicle is a function of the difference between the actual time interval (current time interval) to preceding vehicle, τ _n = (dx _n -d) / v _n , the target time interval (desired time interval) to the preceding vehicle, τ _ACC , and the difference of the vehicle speeds: a n = f (K τ (τ n - τ ACC ), K v (v l, n , - v n )), (1) with K _τ and K _v as the dynamic coefficient of the assistance system, v _{l, n} as the speed of the preceding vehicle, d as the vehicle length. If v n = v l, n = v (0) n (2) and τ n = τ ACC , (3) thus, a _n = 0 and a time interval τ _ACC (indicated as a constant or as a function of the vehicle speed or vehicle speeds) is traveled with a distance to the preceding vehicle from dx n - d = v (0) n τACC , (4)

wobei der dynamische Koeffizient K_τ (v_n, v_l,n – v_n, τ_n, τ_n – τ_ACC) eine Funktion von v_n, v_l,n – v_n, τ_n und/oder τ_n – τ_ACC sein kann und der dynamische Koeffizient K_v(v_n, v_l,n – v_n, τ_n) eine Funktion von v_n, v_l,n – v_n und/oder τ_n sein kann. Zusätzlich kann in (5) der Ziel-Zeitabstand τ_ACC eine Funktion von v_n, v_l,n – v_n und/oder τ_n sein. Insbesondere ist τ_ACC eine, z.B. durch den Fahrzeugführer angegebene, Konstante τ (0) / ACC nur dann, falls die Fahrzeuggeschwindigkeit größer als eine vorgegebene Fahrzeuggeschwindigkeit v_m ist, d.h.,

Now, the dynamic coefficient K _{τ is set} depending on whether the actual vehicle speed is smaller than a predetermined vehicle speed v _p and the difference τ _n - τ _ACC between the actual time interval τ _n and target time interval τ _ACC outside a time range whose Limits to the vehicle speed and / or are dependent on whether τ _n - τ _{ACC is} greater or less than zero. Alternatively or additionally, the dynamic coefficient K _{v is set} depending on whether the actual vehicle speed is less than the predefinable vehicle speed v _p and the difference v _{l, n} -v _n between the speed of the preceding vehicle v _{l, n} and the vehicle speed v _n is outside of a speed range whose limits are dependent on the vehicle speed and / or whether v _{l, n} -v _{n is} greater or less than zero. For example, this can be realized as shown below:

wherein the dynamic coefficient K _τ (v _n , v _{l, n} - v _n , τ _n , τ _n - τ _ACC ) is a function of v _n , v _{l, n} - v _n , τ _n and / or τ _n - τ _ACC can be and the dynamic coefficient K _v (v _n, v _{l, n} - v _n, τ _n) is a function of v _n, v _{l, n} - v _n and / or may be τ _n. In addition, in (5) of the target time interval τ _ACC is a function of _n v, v _{l, n} - v _n and / or _n τ. In particular, τ _{ACC is} a constant τ (0) / ACC specified by the driver, for example, only if the vehicle speed is greater than a predetermined vehicle speed v _m , ie

In certain applications, the function τ _ACC (v _n , v _{l, n} -v _n , τ _n ) in (6) may correspond to the following relationship 0 <τ ACC (v n , v l, n - v n , τ n ) ≤ τ (0) ACC , (7a)

If τ (0) / ACC is smaller than a predetermined value, in (6), unlike (7a), τ ACC (v n , v l, n - v n, τ n )> τ (0) ACC (7b) for example, if the value of τ (0) / A / CC in free traffic has been chosen to be very small and is now too small for dense traffic.

In addition, it can be provided in (5) that the function K τ = K τ (v n , v l, n - v n , τ n , τ n - τ ACC ) the larger, the smaller each v _n and / or τ _n , eg

wobei K (0) / v und K (0) / τ vorgegebene Konstanten sind und v_r und v_t vorgegebene Fahrzeuggeschwindigkeiten sind. Bei bestimmten Anwendungen können die Funktionen K_τ und K_v in (8), (9) der folgenden Beziehungen entsprechen Kτ(vn, vl,n – vn, τn, τn – τACC) ≥ K(0)τ , Kv(vn vl,n – vn, τn) ≥ K(0)v .(10) Alternatively or additionally, in (5) can be provided

where K (0) / v and K (0) / τ are predetermined constants and v _r and v _{t are} predetermined vehicle speeds. In certain applications, the functions K _τ and K _v in (8), (9) may correspond to the following relationships K τ (v n , v l, n - v n , τ n , τ n - τ ACC ) ≥ K (0) τ , K v (v n v l, n - v n , τ n ) ≥ K (0) v . (10)

According to (5), at lower vehicle speeds, the vehicle will neither accelerate nor decelerate as long as the difference τ _n - τ _ACC and / or the difference v _{l, n} - v _{n is determined} within the ranges determined by (5). As a result, the ride comfort can be heard clearly without endangering safety. In addition, this allows relatively large at lower vehicle speeds values of the dynamic coefficient K _v and K _τ use to the formation to prevent moving congestion without compromising ride comfort.

By (6), (7) it is possible to operate the traffic-adaptive assistance system at all vehicle speeds and thus relieve the driver: At vehicle speeds greater than v _m τ _ACC = τ (0) / ACC, at smaller vehicle speeds τ _ACC be reduced. In addition, the response of the vehicle to the difference τ _n -τ _ACC and / or the difference v _{1, n} -v _{n is} significantly increased by (8) - (10) if the vehicle speed is low.

Alternative oder zusätzlich kann in (5) auch vorgesehen sein, dass bei kleineren Fahrzeuggeschwindigkeiten τ_ACC und/oder K_τ und/oder K_v von den entsprechenden Konstanten τ_ACC = τ (0) / ACC bzw. K_τ = K (0) / τ, K_v = K (0) / v abweichen, abhängig davon ob τ_n – τ_ACC negativ oder positiv ist:

In (5), it can also be provided that at smaller vehicle speeds τ _ACC and / or K _τ and / or K _v of the corresponding constants τ _ACC = τ (0) / ACC or K _τ = K (0) / τ, K _v = K (0) / v is deviated, depending on whether v _{l, n} - v _{n is} negative or positive:

Alternatively or additionally, it may also be provided in (5) that at smaller vehicle speeds τ _ACC and / or K _τ and / or K _{v are determined} by the corresponding constants τ _ACC = τ (0) / ACC or K _τ = K (0) / τ, K _v = K (0) / v, depending on whether τ _n - τ _{ACC is} negative or positive:

The functions in (5) - (22) K τ = K τ (v n , v l, n - v n , τ n , τ n - τ ACC . τ j ), i ≠ j, j = 1, 2, ..., (23) K v = K v (v n , v l, n - v n , τ n . τ j ), i ≠ j, j = 1, 2, ..., (24) τ ACC = τ ACC (v n , v l, n - v n , τ n . τ j ), i ≠ j, j = 1, 2, ... (25) K τ = K (S) τ (v n , v l, n - v n , τ n , τ n - τ ACC . τ j ), i ≠ j, j = 1, 2, ..., s = 1, 2, 3, 4, (26) K v = K (S) v (S) (v n , v l, n - v n , τ n . τ j), i ≠ j, j = 1, 2, ..., s = 1, 2, 3, 4, (27) τ ACC = τ (S) ACC (S) (v n , v l, n - v n , τ n . τ j ), i ≠ j, j = 1, 2, ..., s = 1, 2, 3, 4. (28) can be dependent on the mean time intervals on the other lanes (j = 1, 2,...), which are measured by the vehicle, for example, where "i" is the vehicle's own vehicle lane. 28) in (5) - (22) may also be dependent on the characteristics of the traffic (ie, the temporal-spatial distribution of vehicle density, time intervals, and vehicle speed) downstream of the vehicle if there is dynamic information about these characteristics in the vehicle ,

Claims (6)

A method for controlling a vehicle-mounted traffic-adaptive assistance system with speed and / or distance-related variables of the vehicle and a preceding vehicle, the assistance system using these variables causes an acceleration or deceleration of the vehicle, and wherein in certain ranges of values of actual sizes no target variables are used to control the assistance system, characterized in that no acceleration or deceleration of the vehicle in the longitudinal direction is provided if the difference between the actual time interval and a target time interval is less than a predeterminable, speed-dependent value. Method for controlling a vehicle traffic-adaptive assistance system with speed and / or distance related quantities of the Vehicle and a preceding vehicle, the assistance system using these sizes one Acceleration or a delay of the vehicle, and wherein in certain value ranges of Actual sizes to Control of the assistance system no targets are used thereby characterized in that no acceleration or deceleration of the Vehicle in the longitudinal direction is provided when the difference between your own speed and the speed of the preceding vehicle is less than is a predeterminable, speed-dependent value. The method of claim 1 or 2, wherein as additional Condition for that no acceleration or deceleration of the vehicle in the longitudinal direction is provided, a relatively low vehicle speed is provided is. Method according to one of the preceding claims, wherein the speed-dependent Value dependent chosen from it whether the actual time interval is greater than the target time interval or less than the target time interval and / or whether its own Speed bigger or faster is less than the speed of the preceding vehicle. Method according to one of the preceding claims, wherein a certain, specifiable vehicle speed is provided, when they are exceeded from the assistance system a target time interval to the vehicle in front is used. The method of claim 5, wherein when falling below the determined, specifiable vehicle speed a reduction of the target time interval is provided.