CN115593410A

CN115593410A - Method for operating a motor vehicle

Info

Publication number: CN115593410A
Application number: CN202210715271.XA
Authority: CN
Inventors: 曼努埃尔·梅尔兹; 汤姆·布莱恩·博彻; 克里斯托弗·科苏贝克; 安德里亚斯·迈耶; 迭戈·格尔曼·卡内多泰克森
Original assignee: Ford Global Technologies LLC
Current assignee: Ford Global Technologies LLC
Priority date: 2021-06-25
Filing date: 2022-06-23
Publication date: 2023-01-13
Also published as: DE102021116467A1

Abstract

The invention relates to a method for operating a motor vehicle (2) having a control unit assembly (4), the control unit assembly (4) having at least an adaptive cruise control system (6) and a passing assistance system (8), the method having the following steps: (S100) determining an acceleration value (DSD) of the adaptive cruise control system (6) by evaluating predictive data relating to a predetermined End Point (EP) of a phase (I) of a passing process, and (S600) operating the adaptive cruise control system (6) with the determined acceleration value (DSD, DSD').

Description

Method for operating a motor vehicle

Technical Field

The invention relates to a method for operating a motor vehicle.

Background

Modern motor vehicles have a variety of driver assistance systems. Advanced Driver Assistance Systems (ADAS) are electronic aids in motor vehicles for providing support to the driver in certain driving situations. The safety aspect is often of utmost importance, but also increases driving comfort.

Such a driver assistance system is an Adaptive Cruise Control (ACC) system. This is a cruise control system in a motor vehicle which includes the distance to the road user in front as an additional feedback and control variable.

Such adaptive cruise control systems detect the position and speed of a road user ahead by means of a distance sensor and then adaptively adjust the speed and distance by means of engine and brake intervention (longitudinal control).

Another driver assistance system is a passing assistance system, which is combined with an adaptive cruise control system to provide driver support when passing other road users.

If a motor vehicle with an active adaptive cruise control system follows a road user ahead and the driver of the motor vehicle announces an imminent overtaking maneuver by turning on a direction indicator, the overtaking assistance system will accelerate the vehicle before the vehicle changes lane.

Such a passing assistance system can be designed as a fully automatic passing assistance system, in which the change of the motor vehicle from one lane to the adjacent lane is carried out automatically (i.e. without driver intervention) after the driver activates the direction indicator of the lane change himself. Furthermore, the passing assistance system can be designed as a semi-automatic passing assistance system which accelerates the motor vehicle only by driving the direction indicator and/or the corresponding steering angle caused by the driver.

Such overtaking assistance systems are known, for example, from US 2018/0297639 A1, JP 2018030479A, CN 103754224B and DE 10 2011 016 771 A1.

However, speed fluctuations may occur which have a negative effect on driving comfort, for example if there is also a road user in front on the destination lane of the motor vehicle which is changed by the overtaking maneuver, which road user has a lower speed and the motor vehicle is driven towards him. In this case, the automatically induced acceleration phase is immediately followed by the deceleration phase.

Furthermore, if, for example, a passing maneuver is not possible due to the destination lane being blocked by another road user, a deceleration phase may occur immediately after the automatically induced acceleration phase if there is also a road user ahead on the starting lane with a lower speed and the motor vehicle driving to it.

Furthermore, in these cases, a short distance to the road user ahead may be provided, which may give the driver of the motor vehicle the impression that the adaptive cruise control system is disabled here and requires immediate intervention by the driver.

It is necessary to determine the method that can be remedied.

Disclosure of Invention

The object of the invention is achieved by a method for operating a motor vehicle having a control unit assembly with at least an adaptive cruise control system and a passing assistance system, having the steps of:

determining an acceleration value of the adaptive cruise control system by evaluating predictive data relating to a predetermined end point of a phase of the overtaking process, an

The adaptive cruise control system is operated using the determined acceleration value.

In other words, on the basis of the current operating data of the motor vehicle, a condition variable is determined for the motor vehicle which results in a certain time interval at a predetermined position, i.e. at a predetermined end of the passing-through process phase.

The acceleration value indicates acceleration or deceleration of the motor vehicle to achieve a predetermined target speed of the motor vehicle.

The time interval is understood to mean the quotient of the distance to the road user to be overridden and the vehicle speed which the adaptive cruise control system uses to maintain a predetermined minimum distance to the road user ahead whose actual speed is less than the current target speed of the adaptive cruise control system.

The acceleration values are only used for one stage (i.e. a period of time), in particular for overtaking operations. Before and after this, the adaptive cruise control system may use different acceleration values, which are determined in different ways.

By using such a special temporary acceleration value based on the prediction data, it is possible to achieve that the acceleration of the motor vehicle caused by the passing assistance system is not followed by a deceleration which has a negative effect on the driving comfort.

According to one embodiment, the prediction data comprises a time interval at a predetermined end of the passing process phase, wherein the determination of the acceleration value comprises determining the time interval by evaluating a predicted value of the distance value at the end of the passing process phase and a predicted value of the velocity at the end of the passing process phase.

The acceleration value is therefore derived from a time interval which, like the acceleration value, is only used for a phase, i.e. in particular a time period of the passing operation. Before and after this, the adaptive cruise control system may use different time interval values, the values of which are determined in different ways.

The distance between the motor vehicle and the road user at the end of the phase is thus estimated. For this reason, a constant speed may be used for simplicity. Furthermore, the speed of the motor vehicle at the end of the phase is estimated. For this reason, a constant acceleration may be used for simplicity.

The time interval can thus be determined particularly easily.

According to a further embodiment, the distance value from the motor vehicle to the road user ahead on the starting lane, the speed of the motor vehicle, the speed of the road user ahead and the time period until the predetermined end point is reached are recorded and/or evaluated for this purpose.

The distance value of the motor vehicle from the road user in front on the starting lane can be registered with the distance sensor of the motor vehicle, while the speed of the motor vehicle can be registered with the speedometer. For example, the speed of the road user ahead can be determined by evaluating the distance value and its variation. The time until the predetermined end point is reached may be specified, for example, by the passing assistance system, in particular if the passing assistance system is designed as a fully automatic passing assistance system, which automatically executes a change from the starting lane to the adjacent destination lane according to a time schedule (i.e. without driver intervention). Otherwise, an estimated value of the duration determined by evaluating the driving data may be used.

In this way, data that is easily recorded from a measurement point of view and/or that is already available can be used. No additional sensors are required.

According to another embodiment, the following steps are also performed:

determining a further acceleration value of the adaptive cruise control system in relation to a road user driving ahead in the destination lane,

comparing the acceleration value with another acceleration value,

determining the lesser of the acceleration value and the further acceleration value, an

The smaller one of the acceleration value and the other acceleration value is selected and provided.

Thus, two acceleration values are determined, the first and second acceleration values of the method according to the invention being known per se. The first acceleration value is assigned to road users on the destination lane and the second acceleration value is assigned to road users on the starting lane.

By selecting and using the smaller of the two acceleration values, excessive acceleration, which leads to subsequent deceleration with a negative impact on driving comfort, can be avoided. This may occur, in particular, if the overtaking process has to be suspended (i.e. the motor vehicle remains on the starting lane), or if the road user on the destination lane decelerates strongly during the overtaking process or travels hardly faster than the road user on the starting lane.

In this way, driving comfort can be further increased in a particularly simple manner.

According to another embodiment, the predetermined end point is defined by reaching a center line separating the start lane from the destination lane.

In other words, the phase of the passing procedure extends, for example, from the beginning of the passing procedure until the road center line separating the starting lane from the destination lane is reached. The destination lane may also be a motorway. Thus, a particularly easily detectable reference point can be used to determine the end point.

Furthermore, the invention comprises a computer program product, a control unit assembly with at least an adaptive cruise control system and a passing assistance system, and a motor vehicle with such a control unit assembly.

Drawings

The invention will now be explained with reference to the drawings. In the drawings:

FIG. 1 illustrates in schematic form a traffic scene;

FIG. 2 schematically illustrates another traffic scenario;

FIG. 3 shows in schematic form an overtaking process;

FIG. 4 schematically illustrates a traffic scenario prior to a cut-in process;

FIG. 5 shows in schematic form a traffic scenario during overtaking;

FIG. 6 schematically illustrates another traffic scenario;

fig. 7 shows in schematic form a process sequence for operating the motor vehicle shown in fig. 1 to 6.

Detailed Description

First, fig. 1 is referred to.

A motor vehicle 2, in the present exemplary embodiment in the form of an automobile, is shown.

The motor vehicle 2 has a control unit assembly 4 with an adaptive cruise control system 6 and a passing assistance system 8. The control unit component 4 with the adaptive cruise control system 6 and the passing assistance system 8 may have hardware and/or software components for tasks and/or functions described below.

In the scenario shown in fig. 1, the motor vehicle 2 is at the start of the roadIn the track 12 at a speed v _H Movement at the speed v _H Above the speed v at which a road user 10a (also a car in this exemplary embodiment) in front of the motor vehicle 2 is moving _T 。

Furthermore, in the scenario shown in fig. 1, a further road user 10b (also a car in the present exemplary embodiment) is located in the destination lane 14, which may also be understood as a passing lane.

The adaptive cruise control system 6 of the control unit assembly 4 now causes a deceleration of the motor vehicle 2 and a deviation from the target speed of the adaptive cruise control system 6 in order to maintain a minimum distance to the road user 10 a.

For this purpose, the adaptive cruise control system 6 uses a time interval TG, which is defined as the distance value Range between the motor vehicle 2 and the road user 10a and the speed v of the motor vehicle 2 _H The quotient of (a). In this way, a distance related to the speed is defined. For example, at a speed of 30m/s, a time interval TG of 1s results in a distance of 30m, while a time interval TG of 1.2s results in a distance of 36m. On the other hand, at a speed of 40m/s, a time interval TG of 1s results in a distance of 40m, while a time interval TG of 1.2s results in a distance of 48m.

Based on the time interval TG, the adaptive cruise control system 6 determines an acceleration value DSD' which is indicative of the acceleration and/or deceleration of the motor vehicle 2. In this way, the motor vehicle 2 approaches the determined distance Range, so as to adapt to the speed of the road user 10 a.

In the present exemplary embodiment, the passing assistance system 8 of the control unit assembly 4 is designed to cause a passing process comprising a change from the start lane 12 across the center line 16 to the destination lane 14 when the direction indicator is operated.

In the present exemplary embodiment, the passing assistance system 8 is in the form of a fully automatic passing assistance system, which automatically (i.e. without driver intervention) changes from lane to adjacent lane, here from the starting lane 12 to the destination lane 14, after the driver activates the direction indicator. In contrast to the exemplary embodiment, the overtaking assistance system 8 can also be in the form of a semi-automatic overtaking assistance system.

In the present exemplary embodiment, the passing assistance system 8 is designed to control the adaptive cruise control system 6 such that the motor vehicle 2 accelerates during passing. It may be provided, for example, that the passing assistance system 8 controls the adaptive cruise control system 6 such that the target speed of the adaptive cruise control system 6 is increased, for example, by 1km/h when the direction indicator is operated, and again, for example, by 1km/h when there is steering movement or passing through the centre line 16.

However, in the scenario shown in fig. 1, since the road user 10b is located in the destination lane and is level with the motor vehicle 2, it is not possible to perform a passing operation with a lane change.

The automatically induced acceleration phase is therefore followed by a subsequent deceleration phase, since the motor vehicle 2a is driving towards the road user 10 a. These accelerations and subsequent decelerations can have a negative impact on driving comfort.

Reference is now also made to fig. 2.

Even if the road user 10b in the destination lane 10b is not level with the motor vehicle 2, but-as shown in fig. 2-is further forward in the direction of travel, speed fluctuations can occur which have a negative effect on driving comfort, for example if the road user 10b is actually traveling on the starting lane 12 at the same speed as the road user 10 a. In this case, too, the automatically initiated acceleration phase is followed by a deceleration phase.

Furthermore, a short distance to one of the

road users

10a, 10b in front may occur, which may give the driver of the motor vehicle 2 the impression that the adaptive cruise control system 6 is disabled here and requires immediate intervention by the driver.

Reference is now also made to fig. 3.

In particular, in order to achieve driving comfort by a uniform acceleration of the motor vehicle 2 during a passing maneuver, the control unit assembly 4 of the motor vehicle 2 with the adaptive cruise control system 6 and the passing assistance system 8 is designed to determine an acceleration value DSD of the adaptive cruise control system 6 by evaluating predictive data relating to a predetermined end point EP of phase I of the passing maneuver and then to operate the adaptive cruise control system 8 with the determined acceleration value DSD.

In the exemplary embodiment shown in fig. 3, a first phase I begins with the operation of the direction indicator by the driver of motor vehicle 2. In the present exemplary embodiment, it extends to a point at which the vehicle center of the motor vehicle 2 is located on a center line 16 between the start lane 12 and the destination lane 14. During the second phase II, the change to the destination lane 14 is completed and the adaptive cruise control system 6 accelerates the motor vehicle 2 back to the target value of the speed. In the present exemplary embodiment, this process is automatically performed by the passing assistance system 8 according to the sequence control.

The adaptive cruise control system 6 determines the acceleration value DSD as follows:

firstly, a time interval TG is determined at a predetermined end point EP of a phase I of the overtaking process _t 。

Here, in the present exemplary embodiment, it is assumed that the motor vehicle 2 experiences a constant acceleration, for example, in accordance with the acceleration value DSD.

The Speed of the motor vehicle 2 at the end point EP _t The predicted value of (c):

Speed _t ＝v _H +DSD*t

on reaching the end point EP, the motor vehicle 2 has traveled the following distance s _H ；

s _H ＝0.5*DSD*t ² +v _H *t

On the other hand, the road user 10a has traveled the following distance s before reaching the end point EP _T ：

s _T ＝Range+v _T *t

In the present exemplary embodiment, the period t until the predetermined end point EP is specified by the sequence control. Which in the present exemplary embodiment is 4.6s. Unlike the present exemplary embodiment, the duration t may also have a different value or be determined in another manner.

Then a time interval TG _t The results were:

in which the predicted value Range of the distance between the motor vehicle 2 and the road user 10a at the end point EP is _t The method is applicable to the following steps:

Range _t ＝s _T -s _H

that is, the predicted value Speed of the Speed _t And the predicted value Range _t Which may be understood as predictive data.

By shifting we get:

by solving for the acceleration value DSD, we obtain the following expression:

therefore, the acceleration value DSD in the present exemplary embodiment depends on the previously determined time interval TG _t The distance value Range from the motor vehicle 2 to the road user 10a ahead in the starting lane 10, the speed v of the motor vehicle 2 _H Speed v of the front road user 10a _T And a duration t to reach the predetermined end point EP.

Reference is now also made to fig. 4 and 5.

As shown in fig. 4, it is indicated that the motor vehicle 2 is operated before the start of the overtaking process at a time interval TG which is operated in a manner known per se. In the present exemplary embodiment, the time interval TG =1.2s.

As shown in FIG. 5, it is also indicated at the end of phase I at the end EP of the overtaking process at the interval TG _t The motor vehicle 2 is operated. In the present exemplary embodiment, the time interval TG _t =0.8s. This is achieved by reducing the time interval from TG =1.2s to TG _t =0.8s to allow a continuous acceleration process.

In addition, the time interval TG _t May be multiplied by a weight value, wherein the weight valueMay be selected by the driver. In this way, the driver can set a shorter or longer time interval TG _t 。

Furthermore, it may be provided that the adaptive cruise control system 6 returns to the operating mode prior to the overtaking process after the overtaking process has been suspended if the emergency brake assistance system detects a collision risk that can only be eliminated by suspending the overtaking operation.

Further, if a lane change is not feasible, for example, due to the road user 10b being on the destination lane 10b, the passing assistance system 8ds may inhibit the passing operation for a certain period of time (e.g., 3 s). If the overtaking operation is started with a corresponding delay within the above-mentioned time period, for example because the destination lane 10b has been released during this time, the duration t is extended to s (1 s in the present exemplary embodiment) until the predetermined end point EP is reached.

Reference is now additionally made to fig. 6.

A scenario is shown in which a motor vehicle 2 follows a road user 10a in a starting lane 12 and another road user 10b is in a destination lane.

The adaptive cruise control system 6 is designed to determine a further acceleration value DSD' relating to a road user 10b ahead in the destination lane 14, as is known from the prior art, for determining an acceleration value relating to a road user driving ahead on the same lane.

The adaptive cruise control system 6 is further designed to compare the two acceleration values DSD, DSD 'to determine the smaller of the two acceleration values DSD, DSD', and to select and use the smaller value for operating the adaptive cruise control system 6 accordingly.

If the road user 10b is to be overrun because of its higher speed, the first acceleration value DSD is selected because it is lower. The motor vehicle 2 is operated as if the road user 10b were not present. After a lane change, the speed v _H Greater than velocity v _T 。

On the other hand, if both

road users

10a, 10b have the same speed, the second acceleration value DSD' is selected, since it is now lower. Improvement ofAfter lane change, speed v _H And velocity v _T The same is true.

However, if the road user 10b drives more slowly than the road user 10a, the second acceleration value DSD' is also selected, since it is now also lower. The motor vehicle 2 is decelerated to the speed of the road user 10 b. After lane change, velocity v _H Less than velocity v _T 。

This method does not require traffic scene recording and is applicable to all distances and speeds. In particular during overtaking, the two acceleration values DSD, DSD' are continuously determined and evaluated. Thus, if one of the speeds is to be changed, the acceleration values DSD, DSD' may change.

With additional reference to fig. 7, the operation of the motor vehicle 2 is now explained.

In a first step S100, an acceleration value DSD of the adaptive cruise control system 6 is determined by evaluating predictive data relating to a predetermined end point EP of phase I of the overtaking process.

For this purpose, the distance value Range at the end point EP of a phase I of the overtaking process is evaluated in a substep _t Predicted value of (d) and Speed at end point EP of phase I of the overtaking process _t To determine the time interval TG _t 。

In a further substep, a distance value Range from the motor vehicle 2 to the road user 10a ahead on the starting lane 12, a speed v of the motor vehicle 2, and/or an evaluation are also recorded and/or evaluated _H Speed v of the front road user 10a _T And a duration t to reach the predetermined end point EP.

In a further step S200, a further acceleration value DSD' of the adaptive cruise control system 6 is determined with respect to the road user 10b driving ahead in the destination lane 14.

In a further step S300, the acceleration value DSD is compared with a further acceleration value DSD'.

In a further step S400, the smaller of the acceleration value DSD and the further acceleration value DSD' is determined.

In a further step S500, the smaller of the acceleration value DSD and the further acceleration value DSD' is provided to the adaptive cruise control system 6.

In a further step S600, the adaptive cruise control system 6 is then operated with the determined acceleration values DSD, DSD', in particular until the end of phase I when the predetermined end point EP is reached.

Unlike the present embodiment, the order of steps or sub-steps may also be different. Further, a plurality of steps or sub-steps may be performed simultaneously. Moreover, individual steps or sub-steps may also be omitted or skipped.

By this, in particular temporary, use of the acceleration value DSD based on the prediction data, it is possible to achieve that a deceleration without a negative influence on the driving comfort is associated with an acceleration of the motor vehicle 2 caused by the passing assistance system 8.

List of reference numerals

2. Motor vehicle

4. Control unit assembly

6. Adaptive speed control system

8. Overtaking auxiliary system

10a road user

10b road users

12. Starting lane

14. Destination lane

16. Center line

DSD acceleration value

DSD' acceleration value

Range distance

Range _t Distance between two adjacent plates

Speed of Speed

Speed _t Speed of rotation

Duration of T

TG time interval

TG _t Time interval

v _H Speed of rotation

v _T Speed of rotation

Stage I

Stage II

S100 step

S200 step

S300 step

S400 step

S500 step

S600 step

Claims

1. A method for operating a motor vehicle (2) having a control unit assembly (4), the control unit assembly (4) having at least an adaptive cruise control system (6) and a passing assistance system (8), the method comprising the steps of:

(S100) determining an acceleration value (DSD) of the adaptive cruise control system (6) by evaluating predictive data relating to a predetermined End Point (EP) of a phase (I) of a passing process, and

(S600) operating the adaptive cruise control system (6) with the determined acceleration value (DSD, DSD').

2. A method according to claim 1, wherein said prediction data comprises a time interval (TG) at a predetermined End Point (EP) of a phase (I) of said overtaking process _t )，

Wherein step (S100) comprises determining a distance value (Range) by evaluating a distance value (EP) at the End Point (EP) of a phase (I) of the overtaking process _t ) And evaluating the Speed (Speed) at the End Point (EP) of a phase (I) of the overtaking process _t ) To determine the time interval (TG) _t )。

3. The method according to claim 1 or 2, wherein said step (S100) comprises determining and evaluating:

a distance value (Range) from the motor vehicle (2) to a road user (10 a) ahead in a starting lane (12),

the speed (v) of the motor vehicle (2) _H )，

The speed (v) of the road user (10 a) ahead _T ) And, and

a duration (t) until said predetermined End Point (EP) is reached.

4. The method of claim 1, 2 or 3, having the further step of:

(S200) determining a further acceleration value (DSD') of the adaptive cruise control system (6) related to a road user (10 b) ahead in a destination lane (14),

(S300) comparing the acceleration value (DSD) with the further acceleration value (DSD'),

(S400) determining the smaller of said acceleration value (DSD) and said further acceleration value (DSD'),

(S500) selecting the smaller of said acceleration value (DSD) and said further acceleration value (DSD') and providing it to step (S600).

5. Method according to any one of claims 1 to 4, wherein the predetermined End Point (EP) is defined by reaching a centre line (16) separating a start lane (12) and a destination lane (14).

6. A computer program product designed to perform the method according to any one of claims 1 to 5.

7. A control unit assembly (4) having at least an adaptive cruise control system (6) and a passing assistance system (8), wherein the control unit assembly (4) is designed to determine an acceleration value (DSD) of the adaptive cruise control system (6) by evaluating prediction data relating to a predetermined End Point (EP) of a phase (I) of a passing process, and to operate the adaptive cruise control system (6) with the determined acceleration value (DSD, DSD').

8. The control unit assembly (4) according to claim 7, wherein the Prediction Data (PD) comprise a time interval (TG) at the predetermined End Point (EP) of a phase (I) of the overtaking process _t ) Wherein the control unit assembly (4) is designed to determine the distance value (range) at the End Point (EP) of a phase (I) of the overtaking process by evaluating _t ) And evaluating the Speed (Speed) at the End Point (EP) of a phase (I) of the overtaking process _t ) To evaluate the timeInterval (TG) _t )。

9. The control unit assembly (4) according to claim 7 or 8, wherein the control unit assembly (4) is designed to determine and evaluate a distance value (Range) from the motor vehicle (2) to a road user (10 a) ahead in a starting lane (12), a speed (v) of the motor vehicle (2) _H ) The speed (v) of the road user (10 a) ahead _T ) And a period of time (t) until said predetermined End Point (EP) is reached.

10. The control unit assembly (4) according to claim 7, 8 or 9, wherein said control unit assembly (4) is designed to determine a further acceleration value (DSD ') of said adaptive cruise control system (6) in relation to a road user (10 b) travelling ahead on a destination lane (14), to compare said acceleration value (DSD) and said further acceleration value (DSD') to determine the smaller of said acceleration value (DSD) and said further acceleration value (DSD '), and to select and provide the smaller of said acceleration value (DSD) and said further acceleration value (DSD').

11. The control unit assembly (4) according to any one of claims 7 to 10, wherein the predetermined End Point (EP) is defined by reaching a centre line (16) separating a start lane (12) and a destination lane (14).

12. A motor vehicle (2) having a control unit assembly (4) according to any one of claims 7 to 11.