CN114056331A - Method for regulating the speed of a motor vehicle and motor vehicle - Google Patents

Method for regulating the speed of a motor vehicle and motor vehicle Download PDF

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Publication number
CN114056331A
CN114056331A CN202110901943.1A CN202110901943A CN114056331A CN 114056331 A CN114056331 A CN 114056331A CN 202110901943 A CN202110901943 A CN 202110901943A CN 114056331 A CN114056331 A CN 114056331A
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CN
China
Prior art keywords
motor vehicle
speed
traffic object
sensor
braking
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Pending
Application number
CN202110901943.1A
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Chinese (zh)
Inventor
M·克劳维特
M·卡亚
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Volkswagen AG
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Volkswagen AG
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Publication of CN114056331A publication Critical patent/CN114056331A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/40—Photo or light sensitive means, e.g. infrared sensors
    • B60W2420/403—Image sensing, e.g. optical camera
    • B60W2420/408—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/40—Coefficient of friction
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4042—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/802—Longitudinal distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle

Abstract

The invention relates to a method for regulating the speed of a motor vehicle and to a motor vehicle. The method comprises the following steps: determining the distance between the motor vehicle and the preceding traffic object and/or the target speed of the preceding traffic object by means of a wireless receiver unit of the motor vehicle; determining the friction coefficient between the motor vehicle and the lane, and detecting the lane state by means of the wireless receiving unit and/or the detecting unit; braking the motor vehicle to an intermediate speed, if the distance between the motor vehicle and the preceding traffic object is greater than the range of action of the sensor or camera of the motor vehicle and the target speed of the preceding traffic object is lower than the current speed of the motor vehicle, adjusting the braking time point and/or the braking deceleration of the braking taking into account the coefficient of friction, and if the distance between the motor vehicle and the preceding traffic object is reduced such that it is equal to or less than the range of action of the sensor or camera, reaching the intermediate speed; the speed of the motor vehicle braked to the intermediate speed is adjusted on the basis of a sensor or a camera.

Description

Method for regulating the speed of a motor vehicle and motor vehicle
Technical Field
The invention relates to a method for regulating the speed of a motor vehicle on a roadway as a function of a traffic object (Verkehrsobjekt) preceding the roadway and to a motor vehicle designed to carry out the method.
Background
In vehicles that are driven partially autonomously or autonomously, driver assistance systems are used to implement partially autonomous or autonomous driving operation of the vehicle. One of these driver assistance systems is the range adjustment speed controller (abstandsregeltemat). The distance control speed controller is a speed control device in the motor vehicle, which, during the control, takes the distance to the vehicle traveling ahead into account as an additional feedback variable and a control variable. In this regard, the distance control speed controller typically uses a radar system of the motor vehicle, which has at least one radar sensor for detecting the distance to the vehicle traveling ahead.
If the distance or speed of the preceding vehicle decreases relative to the distance of the preceding vehicle, the distance-adjusting speed controller adjusts the speed of the vehicle accordingly. However, in order for the motor vehicle to detect a vehicle traveling ahead overall, it must be located in the range of action (Reichweite) of the radar sensor of the motor vehicle.
However, when the speed of the motor vehicle is very high, the range of action of the radar sensor may be too small to detect a preceding vehicle in such a timely manner that safe braking can be ensured when the preceding vehicle is slowly travelling in front or is stationary. The distance control is therefore deactivated at very high speeds, since, depending on the range of action of the radar sensor, no dangerous braking can then be guaranteed.
Finally, the braking distance of the motor vehicle can be extended, in addition, due to a wet or icy roadway, which reduces the probability of a hazard-free braking. However, even if braking can still be carried out safely, comfortable braking under a braking deceleration which is still comfortable is often no longer ensured. The braking deceleration must be increased if necessary until critical braking (gefarenbremsung) is performed or emergency systems, such as ABS, ESP, ESC, etc., must be engaged.
Disclosure of Invention
The object of the present invention is therefore to propose a method for regulating the speed of a motor vehicle on a roadway as a function of traffic objects ahead on the roadway, which at least partially overcomes the disadvantages described above, in particular to enable a risk-free speed regulation operation of the motor vehicle at higher speeds and, associated therewith, also a safe and comfortable braking of the motor vehicle in a speed regulation operation, in particular of a distance-regulating speed controller or autonomous driving operation of the motor vehicle.
The aforementioned object is achieved by a method according to the invention for adjusting the speed of a motor vehicle on a lane as a function of a traffic object preceding the lane and by a motor vehicle according to the invention. Further advantages and details of the invention emerge from the description and the drawing. The features and details explained in connection with the method according to the invention are of course also applicable in connection with the motor vehicle according to the invention and vice versa, so that the disclosure with regard to the individual inventive aspects is always available or can be mutually referred to.
According to a first aspect of the invention, the object is therefore achieved by a method for adjusting the speed of a motor vehicle on a lane as a function of a traffic object preceding the lane, wherein the method has the following steps:
(a) the distance between the motor vehicle and the preceding traffic object and/or the target speed of the preceding traffic object is determined by means of a wireless receiver unit of the motor vehicle,
(b) a friction coefficient (Reibwert) between the motor vehicle and the lane is determined, wherein, in order to determine the friction coefficient, the lane state of the lane is detected by means of a wireless receiving unit and/or by means of a detection unit of the motor vehicle.
(c) Braking the motor vehicle to an intermediate speed, wherein if the distance between the motor vehicle and the preceding traffic object is greater than the range of action of the sensor or camera of the motor vehicle and the target speed of the preceding traffic object is lower than the current speed of the motor vehicle, the braking time and/or the braking deceleration of the braking is/are adjusted taking into account the measured coefficient of friction, wherein if the distance between the motor vehicle and the preceding traffic object is reduced such that it is equal to the range of action of the sensor or camera of the motor vehicle or less than the range of action, an intermediate speed is reached, and
(d) the speed of the motor vehicle braked to the intermediate speed is adjusted on the basis of the sensor or camera.
Thus, the preceding traffic object is already recognized by the motor vehicle by means of the wireless receiver unit of the motor vehicle before it is recognized or "seen" in a pictographic manner by means of the sensor or camera. The range of action for detecting a preceding traffic object is higher for the wireless receiver unit than for the sensor or camera. The wireless receiving unit may also be said to have a virtual range of action or to virtually expand the range of action of the sensor. Unlike the case of a sensor or camera, the motor vehicle is not recognized or seen by the sensor or camera and thus the vehicle's own components, but rather only virtually by corresponding information (it) received by the wireless receiving unit. The speed is therefore set in the field of view of the sensor or camera, i.e. at intermediate speeds (in which the preceding traffic object is in the range of action of the sensor or camera), on the basis of the sensor or camera.
This excludes the speed of the motor vehicle being adjusted on the basis of distorted or manipulated information (which is received by the radio receiver unit). Instead, these information of the radio receiver unit is used only to detect an estimated danger situation of slow or stationary preceding traffic objects and, if the speed of the motor vehicle is very high, to ensure comfortable braking by braking to an intermediate speed (if slow or stationary preceding traffic objects can be detected within the range of the sensor or camera and braking is required in addition).
The sensor may be a radar sensor, for example. Accordingly, this sensor-based adjustment may also be referred to as a radar-based adjustment. But the sensor may also be a lidar sensor. Accordingly, this sensor-based adjustment may also be referred to as a laser-based adjustment.
The preceding traffic object can be a moving or stationary traffic object. For example, the moving traffic object may be another traveling vehicle, a cyclist, or the like. For example, a stationary traffic object may be an obstacle on a lane, a stationary vehicle, a red signal light, and the like. A preceding traffic object (e.g. if it is a preceding vehicle in a traffic jam) may accordingly require the vehicle to come to a complete stop (i.e. a target speed of zero) or to reduce its speed below this target speed or a target speed greater than zero.
Braking can in particular be performed autonomously. In this case, the motor vehicle is automatically braked from a constant current speed (which the driver adjusts or which is preset by autonomous driving operation) to an intermediate speed by means of a driver assistance system (for example a pitch control speed controller). Sensor-or camera-based adjustment of the speed is also performed autonomously, wherein the distance of the preceding traffic object and/or the target speed is fed back for the adjustment.
By incorporating the coefficient of friction between the vehicle and the roadway into the braking of the vehicle, a higher reliability of the method for adjusting the speed can be ensured. At lower coefficients of friction, the braking distance can be significantly increased, so that the braking time point must be adjusted or regulated earlier and the braking deceleration greater. Conversely, at higher coefficients of friction, the braking deceleration may be lower, such that more comfortable braking is possible. In this respect, the incorporation of the coefficient of friction into the braking process makes it possible to provide a very safe speed regulation method on the one hand (since underestimation of the braking distance is avoided) and a very comfortable speed regulation method on the other hand (since overestimation of the braking distance is avoided, which would require a higher braking deceleration until critical braking or the use of emergency systems such as ABS, ESP or ESC and thus lead to poorer driving comfort). The safety experienced by the driver and the passengers in the partially autonomous or autonomous driving mode is thereby significantly increased. In addition, the partially autonomous or autonomous driving mode can thus also be safely implemented at higher speeds, or the driver assistance system can implement the speed control method at higher speeds.
It can be provided that the target speed of the preceding traffic object is received by means of the wireless receiving unit of the motor vehicle directly as information of the preceding traffic object or of another object, which can transmit the information to the wireless receiving unit by means of the communication signal. Alternatively, however, the distance of the motor vehicle from the preceding traffic object can also be determined at least two different points in time by means of the wireless receiving unit. From the distances between the at least two different points in time, the motor vehicle or the driver assistance system of the motor vehicle can then receive the target speed of the preceding traffic object by means of the known speed of the motor vehicle in the time interval between the two different points in time.
Of course, the target speed of the preceding traffic object may change. In this way, the target speed of the preceding traffic object at the point in time determined by means of the wireless receiving unit can be a speed which differs from the target speed which can be determined by the sensor or the camera (if the preceding traffic object is located in its range of action). Accordingly, in the method, in a corresponding step of taking into account the target speed, a corresponding currently known target speed, in particular a target speed determined by a sensor or a camera, is preferably used in order to regulate the speed of the motor vehicle on the basis thereof.
The determination of the distance of the motor vehicle from the preceding traffic object and the target speed of the preceding traffic object by means of the radio receiver unit can be carried out in particular continuously. In this way, it can be recognized, for example, that a preceding traffic object increases its speed again before braking to an intermediate speed and does not require an already initiated braking to an intermediate speed or, however, reduces the braking deceleration selected for braking.
The braking deceleration during the braking of the motor vehicle can be set, in particular regulated, solely on the basis of the current speed of the motor vehicle and the distance to a preceding traffic object and its target speed. Preferably, a predetermined maximum braking deceleration is not exceeded during braking, in particular also during sensor or camera-based adjustment. As far as possible, this makes it possible to achieve a braking that is as comfortable as possible, so that the driver does not have the feeling of an unsafe driving behavior of the motor vehicle in the partially autonomous or autonomous driving mode. For example, the maximum braking deceleration may be a =3.5m/s2。
The detection unit may comprise, for example, at least one (further, i.e. beyond the sensor) sensor of the motor vehicle and/or at least one or further (i.e. beyond the camera) camera for detecting the lane state. The friction coefficient can then be determined from the detection of the lane state of the at least one sensor of the detection unit and/or the lane of the at least one camera. In this way, for example, a temperature sensor of the motor vehicle can be used as a sensor of the detection unit, which measures the external temperature and in this way allows the coefficient of friction to be determined at least approximately or provides an estimate of the coefficient of friction at least. The sensor of the detection unit may also be, for example, a rain sensor of a motor vehicle, which provides an inference of the wetness of the roadway and thus allows the coefficient of friction to be determined at least approximately. Furthermore, the cameras of the detection unit can record the traffic lane and provide conclusions about the temperature, the moisture state and the possible icing state of the traffic lane, for example, via corresponding image analysis algorithms. From the lane states detected in this way, the friction coefficient can be determined in any case approximately by means of algorithms, look-up tables or the like. Furthermore, the type, quality, service life and/or state of the tires of the motor vehicle can be detected, for example, from the mechanic or the customer himself or else by the motor vehicle (for example by a camera) and provided as information in the motor vehicle and likewise used to determine the coefficient of friction.
Alternatively or additionally, the radio receiving unit can provide weather data for the current location of the motor vehicle, for example. Here, the temperature, possible rain or ice thinning risk may also enable lane conditions to be inferred and used as such for determining the friction coefficient.
It may be provided that the sensor-or camera-based adjustment of the speed of the motor vehicle braked to the intermediate speed comprises further braking to the target speed of the preceding traffic object. Since the adjustment of the target speed to the preceding traffic object takes place on the basis of the sensor or the camera, it is ensured that the speed adjustment takes place on the basis of traffic objects which are actually located in the field of view of the sensor or the camera and data which cannot be manipulated.
Furthermore, it can be provided that the target speed of the preceding traffic object is reached before the distance of the motor vehicle from the preceding traffic object, which is determined by means of the wireless receiving unit, is passed. This ensures that the motor vehicle does not collide with a preceding traffic object. In particular, a safety distance can thus be set. The safety distance can be defined in a fixed manner or can depend on the distance of the motor vehicle to the preceding traffic object. The motor vehicle then reaches the target speed at a safe distance before traversing the distance corresponding to the determined distance.
It is also possible to configure the radio receiver unit as a Car2X communication unit, which is set up to communicate with preceding traffic objects or other traffic objects. The communication may be according to any of the communication protocols known from the prior art (e.g., 3G, LTE, 5G, WLAN, etc.). The traffic object may be a vehicle or a fixedly mounted traffic infrastructure object (e.g., a signal light, electronic sign, or other component of the traffic infrastructure along the roadway). Car2X communication has the advantage that it has a practically unlimited range of action compared to a sensor or a camera, especially if the internet is used for communication. In a local network configuration, a plurality of traffic objects can in turn be networked with one another by means of the Car2X communication network and transmit information from one traffic object to another via communication signals.
Furthermore, it can be provided that the intermediate speed is a constant intermediate speed. In this connection, comfortable driving can be ensured at constant intermediate speed and it can be determined whether the information received by the wireless receiving unit can be verified from the sensor or camera and is also true when driving at constant intermediate speed, so that it can be determined whether further braking is required in the range of the adjustment based on the sensor or camera. The driving with a constant intermediate speed allows data to be determined by means of the wireless receiving unit, taking into account the distance of the motor vehicle from the preceding traffic object and the target speed of the preceding traffic object prior to verification.
Furthermore, it can be provided that the measured coefficient of friction is taken into account on the basis of the adjustment of the sensor or the camera. The sensor-or camera-based control can therefore also benefit from the measured coefficient of friction, so that the braking distance necessary for braking can be determined at a specific braking deceleration. This makes it possible to obtain a compromise between comfortable and safe braking in the case of a braking process to the target speed when adjusting on the basis of sensors or cameras.
It is also possible to provide that the coefficient of friction is measured continuously. In this case, the current coefficient of friction between the motor vehicle and the lane can be determined at the current location on the lane of the motor vehicle by means of the detection unit or in the range of the location of the motor vehicle by means of the wireless receiving unit.
In this case, it can be provided that the braking is regulated by feedback of the continuously measured friction coefficient (Rueckkopplung). The braking, in particular the braking deceleration set or present during braking, is also adjusted in this respect at least on the basis of the continuously measured friction coefficient. In other words, the last measured coefficient of friction is continuously fed back when the braking process is adjusted and the braking deceleration is adjusted at least also on the basis of this last measured coefficient of friction. A particularly good compromise is thereby achieved for safe and nevertheless comfortable braking in view of the measured friction coefficient, since the friction coefficient is fed back along the entire lane and thus it is avoided, for example, that abrupt changes in the value of the friction coefficient lead to undesirable deviations in the calculated braking distance. The further feedback variable for regulating the braking can of course be a continuously determined distance between the motor vehicle and the preceding traffic object and/or a target speed.
Finally, it can also be provided that the adjustment is based on the adjustment of the sensor or camera, with feedback from the continuously measured friction coefficient. For sensor-or camera-based control, the accuracy of the braking required, which is transmitted by means of the determined friction coefficient, can therefore also be used. The further feedback variable for the sensor-or camera-based control can of course be a continuously determined distance between the motor vehicle and the preceding traffic object and/or a target speed.
According to a second aspect of the invention, the object mentioned at the outset is achieved by a motor vehicle, wherein the motor vehicle is designed to carry out the method according to the first aspect of the invention. The motor vehicle is equipped with a wireless receiver unit for determining the distance between the motor vehicle and a preceding traffic object on the lane and/or the target speed of the preceding traffic object, wherein the wireless receiver unit and/or the detection unit of the motor vehicle is/are designed to detect the lane state of the lane. The motor vehicle further has a sensor and/or a camera for determining the distance of the motor vehicle from a traffic object located ahead on the roadway within the range of the sensor and/or the camera of the motor vehicle. The motor vehicle is also equipped with a driver assistance system. The driver assistance system is set up to carry out the method according to the first aspect of the invention.
The driver assistance system may be, for example, a pitch control speed controller and/or be set up to drive partially or autonomously. The radio receiving unit may be configured in particular as a Car2X communication unit. In addition to this, the motor vehicle can have usual components such as a drive train, a brake system, etc.
Drawings
The invention will be explained in more detail below with reference to the drawings. All features which are derived from the description or from the drawings, including the constructional details, can be essential to the invention both by themselves and in any different combination. Wherein:
fig. 1 shows a schematic representation of an embodiment of the method according to the invention;
fig. 2 shows a schematic representation of the components of the motor vehicle from fig. 1;
FIG. 3 shows the illustration in FIG. 1 in a detailed view; and
fig. 4 shows the illustration in fig. 3 in a further detailed view.
Elements with the same function and mode of action are provided with the same reference numerals in fig. 1 to 4, respectively. If there are a plurality of elements of the same type in the drawings, they are distinguished from each other by consecutive numbering thereof, wherein a point is provided between a reference numeral and a consecutive number. Alternatively, several elements of the same type are provided with a subscripted reference numeral to associate such elements with other elements provided with those reference numerals.
Detailed Description
The lane F is schematically shown in the upper part in fig. 1. The upper part of fig. 1 shows a plan view of a driving situation in which the motor vehicle 10 executes an automated method for adjusting its speed v in the lane F as a function of a traffic object 20.1 located in front of or in front of the motor vehicle 10 in the lane F. This regulation of the speed v of the motor vehicle 10 is illustrated in the lower part of fig. 1 in a diagram (which shows the speed v of the motor vehicle 10 with respect to the distance x along the lane F). Fig. 3 and 4 each have the same structure composed of an upper part and a lower part, wherein the upper part in fig. 1, 3 and 4 is identical for each of these figures.
As can be seen from the schematic illustration of fig. 2, the motor vehicle 10 comprises a wireless receiving unit 11, which is currently configured as a Car2X communication unit. Furthermore, the motor vehicle 10 comprises a detection unit 12 for detecting lane states, a sensor 13 and a driver assistance system 14 for partially autonomous or autonomous driving, which is in the present exemplary embodiment designed as a pitch regulation speed controller. The sensor 13 is currently designed as a radar sensor 13, so that in the following a radar-based sensor 13 and a radar-based method are used. Alternatively, however, the sensor 13 can likewise be designed as a lidar sensor or a camera can be used instead of the sensor 13. The detection unit 12 may have one or more sensors and/or cameras for detecting the lane state. The driver assistance system 14 or a corresponding friction coefficient determination device in the motor vehicle 10 can then determine the friction coefficient between the lane F and the motor vehicle 10 on the basis of the detected lane state.
As can also be seen from the top in fig. 1, two traffic objects 20.1,20.2 are present in front of the motor vehicle 10 on the lane F. These traffic objects 20.1,20.2 are designed as vehicles by way of example. For example, these traffic objects 20.1,20.2 can be in traffic jam on the lane F, with the motor vehicle 10 at a constant current speed v0To which they are moved (which is regulated by the driver assistance system 14). Other traffic scenarios may be considered in addition to traffic congestion. Thus, the traffic object 20.1 can be, for example, an anchored vehicle, a work site with a corresponding marking, an obstacle on the lane F, etc.
In the present exemplary traffic jam, of course, further traffic objects 20 can be involved, so that the illustration of the two traffic objects 20.1,20.2 is merely exemplary. If the motor vehicle 10 is at a very high current speed v0The moving and preceding traffic object 20.1 is only moving very slowly or even stationary, when the motor vehicle 10 is by means of the radar sensor 13 and in its comparatively short range of action R13The braking distance available for the motor vehicle 10 is very short, only if the preceding traffic object 20.1 can be identified. As shown in the upper end of fig. 1, this represents the driving situationThe leading traffic object 20.1 is still located far away from the range of action R of the radar sensor 1313A time point which was previously and thus could not be detected by means of the radar sensor 13.
In contrast, the method described so far achieves that the motor vehicle 10 is already in the operating range R of the radar sensor 1313The current speed v with its lower value (which is subsequently referred to as target speed v) is perceived before the preceding traffic object 20.1 is perceivedTarget) The preceding traffic object 20.1. Since the wireless receiver unit 11 of the motor vehicle 10 uses the communication signal K20Receiving the position information of the preceding traffic object 20.1 and the target speed v of the traffic object 20.1Target. For this purpose, the traffic object 20.1 now also has a Car2X communicator and emits a communication signal K20. Alternatively, a traffic infrastructure object along lane F of traffic object 20.2 or another traffic object 20 or Car2X communication network may be provided with the position information of traffic object 20.1 and the target speed v of traffic object 20.1TargetCommunication signal K20To the wireless receiving unit 11 of the motor vehicle 10.
The motor vehicle 10 can also emit a communication signal K because its radio receiver unit 11 is designed as a Car2X communication unit10And thus share information about its current position and current velocity v using the Car2X communication network0The information of (1). By means of the wireless receiving unit 11, the motor vehicle 10 can receive the communication signal K of the traffic object 20.1 in the Car2X communication network in any case directly or indirectly via one or more detours (Umweg), for example via the traffic infrastructure along the lane F20。
If the path x of the motor vehicle 10 along the lane F is in a first path segment (Wegabschnitt) s1Experiences a reduced target speed v with a preceding traffic object 20.1TargetDue to its limited range of action R, the radar sensor 1313The traffic jam or the preceding traffic object 20.1 cannot be determined. However, due to the wireless receiver unit 11, the motor vehicle 10 has a virtual operating range R of the wireless receiver unit 1111Which is greater than the range of action R of the radar sensor 13 in this respect13. The motor vehicle 10 can determine its distance from the traffic object 20.1 when receiving the corresponding position information of the preceding traffic object 20.1. In addition, the motor vehicle 10 can set the target speed v of the preceding traffic object 20.1TargetSet to its own target speed vTargetThe motor vehicle is intended to reach this target speed after a distance x corresponding to the determined distance to the preceding traffic object 20.1 by braking and radar-based control. In stationary traffic jams, the target speed vTargetMay be zero and the motor vehicle 10 must be brought to a standstill by braking within a distance x corresponding to the determined distance. In a flowing traffic jam, however, the target speed vTargetBut may also be unequal to and higher than zero.
If the measured distance of the motor vehicle 10 from the preceding traffic object 20.1 is now greater than the range of action R of the radar sensor 13 of the motor vehicle 1013And the target speed v of the preceding traffic object 20.1TargetBelow the current speed of the motor vehicle 10, the motor vehicle 10 or the driver assistance system 14 may accordingly be following the first route section s1Second path segment s2Braking the motor vehicle 10 to a constant intermediate speed vIntermediate (II)If the distance between the motor vehicle 10 and the preceding traffic object 20.1 is equal to or less than the range of action R of the radar sensor 1313The intermediate speed is reached at a predetermined or adjusted braking deceleration.
Following a second path segment s2Third route section s3The motor vehicle 10 or the driver assistance system 14 can then assume the constant intermediate speed v of the motor vehicle 10 on the basis of the radar sensor 13Intermediate (II)Is adjusted. In other words, the radar sensor 13 can now recognize the preceding traffic object 20.1 and determine the distance to the preceding traffic object 20.1 and its target speed vTargetAnd, if necessary, also assumes a further radar-based or radar-sensor-based adjustment of the target speed vTargetAnd (4) braking. For the sake of simplicity, the target speed v of the oncoming traffic object 20.1 is shown in fig. 1 and in the additional fig. 3 and 4TargetSet to be constant. But the target velocity vTargetOf course, it may also vary, in particular with respect to the target speed v, received by the wireless receiving unit 11TargetMay deviate from the target velocity v measured by the radar sensor 13Target. In this connection, the target speed v should naturally be setTargetIs used for radar-based regulation.
In this manner, the motor vehicle 10 is following the third route segment s3Fourth path segment s4Medium intermediate velocity vIntermediate (II)Is braked to a target speed vTarget. Alternatively, other ways of adjusting the speed v of the motor vehicle 10 can also be carried out on the basis of radar, as is represented by way of example by the curve dashed in the diagram, provided that the motor vehicle 10 is located at another location at the time or increases its speed v during this time.
Fig. 3 shows that the speed profile (geschwidtigkeitsverlauf) shown in fig. 1 (denoted by a here) can only be applied ideally for a favorable coefficient of friction between the roadway F and the motor vehicle 10. In order to move the motor vehicle 10 from a current speed v0Braking to an intermediate speed v safely and nevertheless as comfortably as possibleIntermediate (II)It may be necessary to brake the motor vehicle 10 with a greater braking deceleration depending on the lane state of the lane F, which means a steeper curve of the speed v. Nevertheless, the braking deceleration should be kept below a predetermined maximum braking deceleration, so that the braking is still carried out as comfortably as possible for the occupants of the motor vehicle 10. As shown in the speed profile B, it may furthermore be necessary for the braking process to be initiated in advance, i.e. before the braking according to the speed profile a begins.
In order to adjust the braking accordingly, it is provided that the wireless receiving unit 11 and/or the detection unit 12 continuously detects the lane state of the lane F. The detection unit 12 can have, for example, a temperature sensor, a rain sensor and/or a camera, which detects the respective weather conditions and/or takes images of the lane F and, by means of suitable image analysis algorithms, investigates these images in view of the lane state (i.e. for example dry, wet or icy).
From the detected lane state of the lane F, the motor vehicle 10The coefficient of friction between the vehicle 10 and the lane F is determined. In order to brake the motor vehicle 10 to an intermediate speed vIntermediate (II)The braking time and/or the braking deceleration of the brake are adjusted and continuously adjusted accordingly, taking into account the continuously measured friction coefficient. The same applies to the motor vehicle 10 from a constant intermediate speed vIntermediate (II)To the target velocity vTargetBased on radar. As shown in the speed profile B, the friction coefficient is lower in the speed profile B, for example, due to a wet roadway. This requires a correspondingly earlier braking time point and a still greater braking deceleration than speed profile a (which can be achieved with a more favorable coefficient of friction).
In addition to the speed profiles a and B in fig. 1 and 3, fig. 4 shows a further speed profile C. The speed profile C shows the motor vehicle 10 starting from the current speed v0To an intermediate speed vIntermediate (II)And regulation based on radar, current intermediate speed vIntermediate (II)To the target velocity vTargetThe braking of (a) is actually carried out in a regulated manner and the speed profile B is only a theoretical speed profile which is estimated or calculated at the time of the start of the respective braking process.
The coefficient of friction is determined virtually continuously and the braking is set on the basis thereof, so that, for example, a speed profile C is obtained in the speed control operation of the motor vehicle 10. At a speed v from the current speed0To an intermediate speed vIntermediate (II)It can be seen therein that the braking process according to the speed profile C does not correspond to the previously determined setpoint variable. The braking deceleration is therefore increased later. In addition, the target speed v has already been reached before the theoretical point in timeTargetIn order to provide a safety margin (sicheritsvorhalt).
List of reference numerals
10 Motor vehicle
11 radio receiving unit
12 detection unit
13 sensor and radar sensor
14 driver assistance system
20 traffic object
A speed Change Process
B speed Change Process
C speed Change Process
F lane
K10Communication signal of motor vehicle
K20Communication signal of traffic object
R11Virtual range of a radio receiver unit
R13Range of action of the sensor
velocity v
v0Current speed
vIntermediate (II)Intermediate speed
vTargetTarget speed
s-path segment
And x path.

Claims (10)

1. Method for adjusting the speed (v) of a motor vehicle (10) on a lane (F) as a function of a traffic object (20) preceding the lane (F), wherein the method has the following steps:
(a) determining the distance of the motor vehicle (10) from the preceding traffic object (20) and/or the target speed (v) of the preceding traffic object (20) by means of a wireless receiving unit (11) of the motor vehicle (10)Target)，
(b) Determining a friction coefficient between the motor vehicle (10) and the lane (F), wherein, for determining the friction coefficient, a lane state of the lane (F) is detected by means of the wireless receiving unit (11) and/or by means of a detection unit (12) of the motor vehicle (10),
(c) braking the motor vehicle (10) to an intermediate speed (v)Intermediate (II)) Wherein if the distance between the motor vehicle (10) and the preceding traffic object (20) is greater than the range of action (R) of a sensor (13) or a camera of the motor vehicle (10)13) And the target speed (v) of the preceding traffic object (20)Target) Below the current speed (v) of the motor vehicle (10)0) Adjusting the braking taking into account the measured coefficient of frictionIf the distance of the motor vehicle (10) from the preceding traffic object (20) is reduced such that the distance is equal to or less than the range of action (R) of a sensor (13) or camera of the motor vehicle (10)13) Up to said intermediate speed (v)Intermediate (II)) And an
(d) Is braked to the intermediate speed (v) on the basis of the sensor (13) or the camera on a sensor or camera-based regulationIntermediate (II)) Of the motor vehicle (10).
2. Method according to claim 1, characterized in that braking to said intermediate speed (v)Intermediate (II)) Includes further braking to a target speed (v) of the preceding traffic object (20)Target)。
3. Method according to claim 2, characterized in that the target speed (v) of the preceding traffic object (20) is reached before passing through the distance of the motor vehicle (10) relative to the preceding traffic object (20) determined by means of the wireless receiving unit (11)Target)。
4. Method according to any one of the preceding claims, characterized in that the wireless receiving unit (11) is configured as a Car2X communication unit, which is set up to communicate with the preceding traffic object (20) or with another traffic object (20).
5. Method according to any one of the preceding claims, characterized in that said intermediate speed (v) isIntermediate (II)) Is a constant intermediate velocity (v)Intermediate (II))。
6. Method according to any of the preceding claims, characterized in that the determined friction coefficient is taken into account on the basis of the adjustment of a sensor or a camera.
7. Method according to any one of the preceding claims, characterized in that the friction coefficient is determined continuously.
8. Method according to claim 7, characterized in that the braking is regulated under feedback of the continuously measured friction coefficient.
9. Method according to claim 7 or 8, characterized in that the adjustment based on sensors or cameras is adjusted under feedback of the continuously measured friction coefficient.
10. A motor vehicle (10) having a wireless receiver unit (11) for determining the distance of the motor vehicle (10) from a preceding traffic object (20) on a lane (F) and/or the target speed (v) of the preceding traffic object (20)Target) Wherein the wireless receiving unit (11) and/or a detection unit (12) of the motor vehicle (10) are/is set up to detect a lane state of the lane (F), and wherein the motor vehicle (10) furthermore has a sensor (13) and/or a camera for detecting a range of action (R) of the sensor (13) and/or camera of the motor vehicle (10)13) Determining a distance between the motor vehicle (10) and the preceding traffic object (20), and wherein the motor vehicle (10) has a driver assistance system (14) which is designed to carry out the method according to one of the preceding claims.
CN202110901943.1A 2020-08-07 2021-08-06 Method for regulating the speed of a motor vehicle and motor vehicle Pending CN114056331A (en)

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