DE102018108919A1 - Method for controlling the driving, braking and / or steering behavior of at least one motor vehicle following a preceding motor vehicle - Google Patents

Abstract

The invention relates to a method for controlling or regulating the driving, braking and / or steering behavior of at least one preceding motor vehicle (2) following motor vehicle (4a, 4b, 4c, 6), wherein the preceding motor vehicle (2) and the at least one following motor vehicle (4a, 4b, 4c, 6) form an electronically coupled vehicle body (1), in which the driving, braking and / or steering behavior of at least one subsequent motor vehicle (4a, 4b, 4c, 6, 8) depends on the driving, braking and / or steering behavior of the preceding motor vehicle (2) is automatically controlled or regulated, and in which by means of a vehicle-to-vehicle communication (10) communication between the preceding motor vehicle (2) and the at least one following motor vehicle (4a, 4b, 4c, 6, 8) takes place.

Description

The invention relates to a method for controlling or regulating the driving, braking and / or steering behavior of at least one motor vehicle following a preceding motor vehicle, wherein the preceding motor vehicle and the at least one subsequent motor vehicle form an electronically coupled vehicle body in which the driving, braking - And / or steering behavior of the at least one subsequent motor vehicle is automatically controlled or regulated depending on the driving, braking and / or steering behavior of the preceding motor vehicle, and in which by means of a vehicle-to-vehicle communication communication between the preceding motor vehicle and the at least one subsequent motor vehicle takes place, according to the preamble of claim 1.

The invention also relates to an electronically coupled vehicle assembly comprising a preceding motor vehicle and at least one motor vehicle following the preceding motor vehicle whose driving, braking and / or steering behavior is controlled or regulated by such a method, according to claim 13.

Such electronically or loosely coupled vehicle association includes at least a first motor vehicle (leading vehicle) and a last and possibly medium-sized motor vehicles. It is known to let motor vehicles electronically coupled, longitudinally controlled or longitudinally and cross-regulated drive as closely as possible in succession. The respective following motor vehicle is based on the preceding vehicle. All motor vehicles are equipped at least with sensors for front space monitoring and lane orientation and with means for vehicle-to-vehicle communication. Such loose or electronically coupled vehicle bodies or vehicle convoys of motor vehicles are generally referred to in the literature as "platoon".

The vehicles are coupled, for example via driver assistance systems for automatic distance control (also known as ACC systems - Adaptive Cruise Control) not mechanically but electronically. For this purpose, the current distance d of the preceding motor vehicle can be determined via a sensor in the motor vehicle driving behind it and adjusted to a predetermined desired value, for. B. 8 m, are regulated. Radar sensors or lidar sensors can be used for distance measurement, for example.

With narrow column travel during journeys starting from approx. 80 km / h the air resistances of the column vehicles can be reduced by up to 30%. In this case, distances in the range of 8 m to 20 m between the preceding vehicle and the following motor vehicle are typically favorable in order to achieve a significant reduction of the air resistance. The smaller the distances between the motor vehicles involved, the smaller the air resistance of the individual motor vehicles. To significantly reduce air resistance due to the small distances higher demands on the driver assistance systems for automatic distance maintenance.

Exemplary methods for the electronic coupling of vehicles via driver assistance systems are known in DE 10 2007 046 765 A1 or EP 1 569 183 A2 described.

• - Einhalten eines kurzen Längsabstands der beteiligten Fahrzeuge untereinander (z.B. 8m - 20m) mit einer definierten Toleranz (Längsregelung).
• - Automatische Querführung der Folgefahrzeuge möglichst exakt in der Spur des Führungsfahrzeugs (Querregelung).
• - Sicherstellen der Stabilität des Fahrzeugverbands, d.h. insbesondere Vermeiden des „Ziehharmonika-Effekts“ (Kettenstabilität - string stability), der nicht nur zu einem erhöhten Verbrauch führt, sondern auch die Gefahr von Auffahrunfällen signifikant erhöht. Die Kettenstabilität ist dabei für Längs- und Querführung einzuhalten.
• - Kleine Änderungen in der Geschwindigkeit der vorausfahrenden Kraftfahrzeuge des Fahrzeugverbands dürfen nicht von den nachfolgenden Kraftfahrzeugen verstärkt ausgeführt werden.
• - Für die Führung in Querrichtung (Querregelung) darf es bei den nachfolgenden Kraftfahrzeugen nicht zu einem Schneiden von Kurven und damit zu einem Verlassen der Fahrspur kommen.
• - Ausreichend schnelle Bremsreaktion der Folgefahrzeuge bei starkem Bremsen des Führungsfahrzeugs zur Vermeidung von Auffahrunfällen.

The following requirements apply to the control and regulation of a vehicle association:

• - Maintaining a short longitudinal distance between the vehicles involved (eg 8m - 20m) with a defined tolerance (longitudinal control).
• - Automatic lateral guidance of the following vehicles as accurately as possible in the track of the leading vehicle (lateral control).
• - Ensuring the stability of the vehicle body, ie in particular avoiding the "accordion effect" (chain stability - string stability), which not only leads to increased consumption, but also significantly increases the risk of rear-end collisions. The chain stability is to be observed for longitudinal and transverse guidance.
• - Small changes in the speed of the vehicles in front of the vehicle association must not be exacerbated by the following motor vehicles.
• - For the guidance in the transverse direction (transverse control) may not come in the following vehicles to a cutting of curves and thus to leave the lane.
• - Sufficiently fast braking reaction of the following vehicles with heavy braking of the leading vehicle to avoid rear-end collisions.

A generic method is off EP 2 738 751 A1 known. There are in the preceding vehicle by means of a speed sensor installed there on the chassis and there installed on the chassis acceleration sensor, the instantaneous speed of the vehicle ahead and the instantaneous acceleration of the preceding vehicle Motor vehicle detected and transmitted as signals via a motor vehicle-to-motor vehicle communication to a motor vehicle immediately following the preceding vehicle. Then, in the control or regulation of the driving and braking behavior of the following motor vehicle, the speed and acceleration signals transmitted by the preceding motor vehicle are taken into account.

The present invention is based on the object to further develop a method of the type described above such that the dynamics of the control or regulation of the driving, braking and / or steering behavior of the electronically coupled vehicle body is increased. Furthermore, an electronically coupled vehicle combination of a preceding motor vehicle and at least one motor vehicle following the preceding vehicle should be specified, whose driving, braking and / or steering behavior is controlled or regulated by such a method.

Dese object solved by the features of claim 1 and claim 13.

Disclosure of the invention

• a) das Fahr-, Brems- und/oder Lenkverhalten des wenigstens einen nachfolgenden Kraftfahrzeugs abhängig von dem Fahr-, Brems- und/oder Lenkverhalten des vorausfahrenden Kraftfahrzeugs automatisch gesteuert oder geregelt wird, und bei welchem
• b) mittels einer Fahrzeug-zu-Fahrzeug-Kommunikation eine Kommunikation zwischen dem vorausfahrenden Kraftfahrzeug und dem wenigstens einen nachfolgenden Kraftfahrzeug stattfindet.

The invention is based on a method for controlling or regulating the driving, braking and / or steering behavior of at least one motor vehicle following a preceding motor vehicle, wherein the preceding motor vehicle and the at least one subsequent motor vehicle form an electronically coupled vehicle body, in which

• a) the driving, braking and / or steering behavior of the at least one subsequent motor vehicle is automatically controlled or regulated depending on the driving, braking and / or steering behavior of the preceding motor vehicle, and in which
• b) by means of a vehicle-to-vehicle communication, a communication between the preceding vehicle and the at least one subsequent motor vehicle takes place.

• c) in dem vorausfahrenden Kraftfahrzeug eine Gaspedalposition, eine Änderung der Gaspedalposition, eine Geschwindigkeit und/oder eine Beschleunigung einer Betätigung eines Gaspedals des vorausfahrenden Kraftfahrzeugs und/oder eine Betätigungskraft des Gaspedals und/oder eine Bremspedalposition, eine Änderung der Bremspedalposition, eine Geschwindigkeit und/oder eine Beschleunigung einer Betätigung eines Bremspedals des vorausfahrenden Kraftfahrzeugs und/oder eine Betätigungskraft des Bremspedals und/oder ein Lenkradwinkel, eine Änderung des Lenkradwinkels, eine Geschwindigkeit und/oder eine Beschleunigung einer Betätigung eines Lenkrads des vorausfahrenden Kraftfahrzeugs und/oder eine Betätigungskraft des Lenkrads erfasst wird, und dass bei dem Verfahren
• c) in dem vorausfahrenden Kraftfahrzeug ein
  • c1) von der Gaspedalposition, von der Änderung der Gaspedalposition, von der Geschwindigkeit und/oder von der Beschleunigung der Betätigung und/oder von der Betätigungskraft des Gaspedals des vorausfahrenden Kraftfahrzeugs, und/oder
  • c2) von der Bremspedalposition, von der Änderung der Bremspedalposition, von der Geschwindigkeit und/oder von der Beschleunigung der Betätigung und/oder von der Betätigungskraft des Bremspedals des vorausfahrenden Kraftfahrzeugs, und/oder
  • c3) vom Lenkradwinkel, von der Änderung des Lenkradwinkels, von der Geschwindigkeit und/oder von der Beschleunigung der Betätigung und/oder von der Betätigungskraft des Lenkrads des vorausfahrenden Kraftfahrzeugs
  abhängiges Fahrintentionssignal erzeugt wird, und wobei bei dem Verfahren weiterhin
• d) das Fahrintensionssignal von dem vorausfahrenden Kraftfahrzeug mittels der Fahrzeug-zu-Fahrzeug-Kommunikation zu dem wenigstens einen nachfolgenden Kraftfahrzeug übermittelt wird, und wobei bei dem Verfahren dann weiterhin
• e) bei der automatischen Steuerung oder Regelung des Fahr-, Brems- und/oder Lenkverhaltens des wenigstens einen nachfolgenden Kraftfahrzeugs das Fahrintensionssignal berücksichtigt wird.

According to the invention, it is provided that in the method

• c) in the preceding vehicle, an accelerator pedal position, a change in the accelerator pedal position, a speed and / or acceleration of an actuation of an accelerator pedal of the preceding vehicle and / or an actuating force of the accelerator pedal and / or a brake pedal position, a change in the brake pedal position, a speed and / or detecting an acceleration of operation of a brake pedal of the preceding vehicle and / or an operating force of the brake pedal and / or a steering wheel angle, a change of the steering wheel angle, a speed and / or an acceleration of an operation of a steering wheel of the preceding vehicle and / or an operating force of the steering wheel and that in the process
• c) in the preceding vehicle a
  • c1) the accelerator pedal position, the change of the accelerator pedal position, the speed and / or the acceleration of the actuation and / or the actuating force of the accelerator pedal of the preceding motor vehicle, and / or
  • c2) the brake pedal position, the change in the brake pedal position, the speed and / or the acceleration of the actuation and / or the actuation force of the brake pedal of the preceding motor vehicle, and / or
  • c3) from the steering wheel angle, from the change of the steering wheel angle, from the speed and / or from the acceleration of the actuation and / or from the actuation force of the steering wheel of the preceding vehicle
  dependent driving intention signal is generated, and wherein the method continues
• d) the Fahrintensionssignal is transmitted from the preceding motor vehicle by means of the vehicle-to-vehicle communication to the at least one subsequent motor vehicle, and wherein in the method then continue
• e) in the automatic control or regulation of the driving, braking and / or steering behavior of the at least one subsequent motor vehicle, the driving initiation signal is taken into account.

A detection in the preceding vehicle of the accelerator pedal position, the change of the accelerator pedal position, the speed and / or accelerating the operation of the accelerator pedal, for example, with a (usually already existing) electric accelerator pedal sensor (eg angle sensor or displacement sensor), which generates an accelerator pedal signal depending on an operation of the accelerator pedal, for example, in cooperation with an evaluation or control electronics.

A detection in the vehicle in front of the brake pedal position, the change in the brake pedal position, the speed and / or the acceleration of the operation of the brake pedal, for example, with a (usually already existing) electric brake sensor (eg angle sensor or displacement sensor), which depends on an operation of the Brake pedal generates a brake pedal signal, for example, also in cooperation with the or an evaluation or control electronics. The electric brake value transmitter is then integrated, for example, in a foot brake module and measures the actuation travel or angle of the brake pedal.

A detection in the preceding vehicle of the steering wheel angle, the change of the steering wheel angle, the speed and / or the acceleration of the operation of the steering wheel, for example, with a (usually already existing) electric steering wheel angle sensor, which depends on an operation or rotation of the steering wheel from a neutral position out the steering wheel angle measures and depending generates a steering wheel angle signal, for example, also in cooperation with the or an evaluation or control electronics.

The position of the accelerator pedal, the brake pedal and / or the steering wheel, for example, based on a Gesamtbetätigungsweg or total operating angle, starting from a zero position to a maximum position, for example, in percent be given, eg 40% for partial load at the accelerator pedal. The speed of operation of the accelerator pedal, the brake pedal and / or of the steering wheel is then detected, for example, in% / s, the acceleration of the operation of the operation of the accelerator pedal, the brake pedal and / or of the steering wheel then, for example, in% / s ^2.

Alternatively or in addition to displacement or angle sensors, at least one force sensor is provided by which an actuating force, a change in the operating force over time and / or a temporal acceleration of the actuating force of the accelerator pedal, the brake pedal and / or the steering wheel is detected and then actuation force-dependent the accelerator pedal signal, the brake pedal signal and / or the steering wheel angle signal is generated.

On the basis of the accelerator pedal signal, the brake pedal signal and / or the steering wheel angle signal, the driver's initial signal is then generated, for example, in the evaluation or control electronics.

Instead of using all three signals namely the accelerator pedal signal, the brake pedal signal and the steering wheel angle signal cumulatively in the generation or formation of the driving initiation signal, only two of these signals or only one of these signals can be used for the generation of the driver's intent signal.

It is also conceivable, for example, for the driving initiation signal additionally to be dependent on signals from at least one sensor device arranged on board the preceding motor vehicle, which contains, for example, at least one wheel speed sensor, a longitudinal acceleration sensor, and / or a lateral acceleration sensor which has a speed and / or a longitudinal and / or Transverse acceleration of the preceding vehicle detected in response or action of the preceding vehicle to an operation of the gas or brake pedal and / or the steering wheel, is formed.

Rather than therefore as in the above EP 2 738 751 A1 to transmit exclusively the effect or the reaction of the vehicle ahead on a pedal and / or steering wheel operation in the form of a sensor detected speed and acceleration to the following motor vehicle to influence its driving, braking and / or steering behavior, but rather on the Based on the cause, namely formed on the basis of a detected accelerator pedal, brake pedal and / or steering wheel operation in the preceding vehicle the Fahrintensionssignal and transmitted to the at least one subsequent motor vehicle. The driving initiation signal therefore represents an intention of the driver of the preceding vehicle with regard to the driving, braking and / or steering behavior intended by him, such as, for example, accelerating or decelerating and / or changing the driving direction of the preceding vehicle.

The advantages of the measures according to the invention are that the at least one subsequent vehicle can already react to a change in the driving, braking and / or steering behavior initiated by the driver of the preceding motor vehicle by accelerator pedal, brake pedal and / or steering wheel actuation, before this change actually be implemented by the preceding vehicle and then detected only from there arranged sensors such as speed sensors or acceleration sensors.

As a result, time delays are caused by an implementation of pedal and / or steering wheel actuations by the drive train and / or the brake system and / or the steering device of the preceding motor vehicle as well as time delays in the detection of effects of accelerator pedal, brake pedal and / or Lenkradbetätigungen through sensors (sensor data acquisition, fusion, computation cycles, communication delays).

Therefore, the invention starts at the earliest time at which a driver intention for Change the driving, braking and / or steering behavior of the vehicle ahead is detectable. Based on this, a prediction about the driving, braking and / or steering behavior of the preceding vehicle resulting from the accelerator pedal, brake pedal and / or steering wheel actuation is made. This prediction then makes it possible to influence or adapt an automatic control or regulation of the driving, braking and / or steering behavior in the at least one following motor vehicle.

As a result, the at least one subsequent motor vehicle, in the ideal case, can automatically adjust its driving, braking and / or steering behavior simultaneously with the leading vehicle, thereby preventing a build-up of a control error. Mathematically speaking, this means that an amplification of a disturbance in relation to the relative distance, the relative speed or the relative acceleration between the preceding motor vehicle and the at least one following motor vehicle can be reduced, thereby achieving high chain stability.

With the method, a chain-stable control of an electronically or loosely coupled vehicle association can be achieved with a decentralized motor vehicle-related automatic control or regulation of the driving, braking and / or steering behavior of the at least one subsequent motor vehicle, even if the preceding motor vehicle via any automatic control or regulation has its driving, braking and / or steering behavior and is operated, for example, only driver-dependent.

Alternatively, however, it is also possible that the preceding vehicle also has an automatic control or regulation of its driving, braking and / or steering behavior, for example in the form of an autopilot device, but the driver of the vehicle in front driving such a control or regulation by driver interventions ( Gas, brake pedal, steering wheel engagement) dubbing or can suppress.

The measures listed in the dependent claims advantageous refinements and improvements of the first aspect of the invention are possible.

According to a preferred embodiment, based on the driving initiation signal of the preceding vehicle, a prediction with respect to the future driving, braking and / or steering behavior of the preceding vehicle can be made.

For example, a speed and / or an acceleration and / or a jerk of the preceding motor vehicle can be calculated or estimated based on the driving initiation signal of the preceding vehicle. Under jerk kinematically the derivative of the acceleration according to the time, ie the second time derivative of the speed or the third time derivative of the position vector understood.

For example, the speed and / or acceleration and / or jerk of the preceding vehicle may be calculated or estimated aboard the preceding vehicle or aboard the at least one subsequent motor vehicle based on the transmitted driving intention signal.

In particular, the jerk of the preceding vehicle may be detected based on the accelerator pedal position, the sensed change in accelerator pedal position, the speed and / or the acceleration of the actuation and / or the accelerator pedal of the preceding vehicle and / or the brake pedal position Changing the brake pedal position, the speed and / or the acceleration of the actuation and / or the operating force of the brake pedal of the preceding motor vehicle can be calculated or estimated. For this purpose, a temporal change of the positions of the accelerator and / or brake pedal can be suitably filtered and amplified, the accelerator pedal signal and the brake pedal signal combined with each other and then the jerk can be derived therefrom. This jerk of the preceding vehicle, together with the estimated acceleration of the preceding vehicle and the estimated speed of the preceding vehicle, then provides a possibility to predict the future behavior of the preceding vehicle for a certain period of time.

For example, information about the speed and / or the acceleration and / or the jolt of the preceding vehicle may already be included in the driving initiation signal, which is transmitted from the preceding vehicle to the at least one subsequent motor vehicle by vehicle-to-vehicle communication. An estimate or calculation of the speed and / or the acceleration and / or the jolt of the preceding vehicle on the basis of the accelerator pedal signal and / or the brake pedal signal then takes place, for example, already aboard the preceding motor vehicle.

For example, the preceding motor vehicle represents a first leading motor vehicle of the electronically coupled vehicle body.

According to a development, the at least one subsequent motor vehicle may be a motor vehicle directly or indirectly following the preceding motor vehicle within the electronically coupled vehicle association. A motor vehicle indirectly following the preceding motor vehicle is in particular a motor vehicle between which and the preceding motor vehicle at least one further motor vehicle within the electronically coupled vehicle association is arranged seen in the direction of travel. For example, the driving initiation signal of the preceding motor vehicle can be transmitted from this to the immediately following motor vehicle and then to the motor vehicle immediately following it by vehicle-to-vehicle communication. Alternatively, however, the driving initiation signal from the preceding motor vehicle can also be transmitted directly to a following motor vehicle by vehicle-to-vehicle communication, between which and the preceding motor vehicle at least one further motor vehicle is arranged as viewed in the direction of travel of the vehicle association.

• a) ein längsführendes Fahrerassistenzsystem, welches auf der Basis eines Relativabstands und/oder einer Relativgeschwindigkeit des wenigstens einen nachfolgenden Kraftfahrzeugs in Bezug auf das vorausfahrende Kraftfahrzeug einen bestimmten Relativabstand und/oder eine bestimmte Relativgeschwindigkeit einsteuert oder einregelt wie beispielsweise eine Adaptive Cruise Control (ACC), oder
• b) ein längs- und querführendes Fahrerassistenzsystem, welches einerseits auf der Basis eines Relativabstands und/oder einer Relativgeschwindigkeit des wenigstens einen nachfolgenden Kraftfahrzeugs in Bezug auf das vorausfahrende Kraftfahrzeug einen bestimmten Relativabstand und/oder eine bestimmte Relativgeschwindigkeit einsteuert oder einregelt und durch welches andererseits das wenigstens eine nachfolgende Kraftfahrzeug einer durch das vorausfahrende Kraftfahrzeug vorgegebenen Trajektorie automatisch nachfolgt. Dann weist das wenigstens eine nachfolgende Kraftfahrzeug eine Längsregelung oder Längsführung wie auch eine Querregelung oder Querführung auf.

The electronic coupling of the electronically coupled vehicle body and in particular between the preceding vehicle and the at least one subsequent motor vehicle may comprise at least:

• a) a longitudinally guiding driver assistance system which on the basis of a relative distance and / or a relative speed of the at least one following motor vehicle with respect to the preceding motor vehicle controls or regulates a certain relative distance and / or a certain relative speed such as an Adaptive Cruise Control (ACC), or
• b) a longitudinal and transverse leading driver assistance system, which einsteuelt on the basis of a relative distance and / or a relative speed of the at least one following motor vehicle with respect to the preceding vehicle a certain relative distance and / or a certain relative speed on the one hand and on the other hand, the at least a subsequent motor vehicle automatically follows a trajectory predetermined by the preceding motor vehicle. Then, the at least one subsequent motor vehicle on a longitudinal control or longitudinal guidance as well as a transverse control or transverse guidance.

Preferably, the vehicle-to-vehicle communication is wireless.

Preferably, the driver's extension signal can additionally be formed depending on an actuation of an engine brake, a regenerative brake or a retarder of the vehicle in front.

The invention also encompasses an electronically coupled vehicle assembly comprising a preceding motor vehicle and at least one motor vehicle following the preceding motor vehicle, wherein control or regulation of the driving, braking and / or steering behavior of the at least one following motor vehicle takes place according to a method described above.

list of figures

• 1 eine schematische Seitenansicht eines Fahrzeugverbands aus miteinander lose oder elektronisch gekoppelten Kraftfahrzeugen;
• 2 eine schematische Draufsicht auf den Fahrzeugverband von 1;
• 3 ein Ablaufschema einer bevorzugten Ausführungsform eines Verfahrens zur Steuerung oder Regelung des Fahr-, Brems- und/oder Lenkverhaltens von einem Führungsfahrzeug des Fahrzeugverbands nach 1 nachfolgenden Kraftfahrzeugen;
• 4 eine schematische Darstellung des Führungsfahrzeugs des Fahrzeugverbands von 1.

An embodiment of the invention is illustrated in the drawing and explained in more detail in the following description. In the drawing shows

• 1 a schematic side view of a vehicle body of loose or electronically coupled vehicles;
• 2 a schematic plan view of the vehicle association of 1 ;
• 3 a flowchart of a preferred embodiment of a method for controlling or regulating the driving, braking and / or steering behavior of a leading vehicle of the vehicle association according to 1 subsequent motor vehicles;
• 4 a schematic representation of the leading vehicle of the vehicle association of 1 ,

Description of the embodiment

In 1 represents a schematic side view of a vehicle association 1 from each other loosely coupled vehicles according to a preferred embodiment. The vehicle association 1 includes a leader vehicle 2 as the foremost first vehicle and other motor vehicles 4a . 4b . 4c in the middle as well as a penultimate vehicle 6 and a last motor vehicle 8th , Instead of the illustrated six motor vehicles 2 . 4a . 4b . 4c . 6 and 8th can the vehicle association 1 also include more or less motor vehicles. 2 represents the top view of the vehicle body 1 as he drives along a left turn.

In the embodiment, it is the motor vehicles 2 . 4a . 4b . 4c . 6 . 8th to heavy commercial vehicles, each with an electrically controllable and executed here, for example as an internal combustion engine prime mover, an electrically controllable electro-pneumatic Service brake device, an electrically controllable electro-pneumatic parking brake device and an electrically controllable steering direction.

The vehicles of the vehicle association can exchange data via a vehicle-to-vehicle communication. In each motor vehicle, for example, there is a wireless vehicle-to-vehicle communication device, each with a transmitting device and with a receiving device. In this case, the vehicle-to-vehicle communication device can also be designed, for example, as a laser or infrared transmitting and receiving device. The vehicle-to-vehicle communication, which in 1 through arrows 10 is illustrated here allows, for example, a transmission of signals and data from motor vehicle to motor vehicle, here for example from the leading vehicle 2 to a second motor vehicle 4a , from there to a third motor vehicle 4b , from there to a fourth motor vehicle 4c , from there to a fifth motor vehicle 6 and from there to the sixth motor vehicle 8th , Likewise, in vehicle-to-vehicle communication 10 Signals and data from the leader vehicle 2 also directly on any of the following motor vehicles 4a to 8th be transmitted.

The vehicle-to-vehicle communication 10 takes place wirelessly via the above-mentioned vehicle-to-vehicle communication devices, which are respectively in the motor vehicles 2 to 8th are installed and comprise a transmitting device and a receiving device, so that a unidirectional as well as a bidirectional communication is possible. This can be any of the motor vehicles 2 to 8th with every other motor vehicle 2 to 8th Exchange or forward signals and data.

Each of the leader vehicle 2 subsequent motor vehicles 4a . 4b . 4c . 6 . 8th is, for example, equipped with a vehicle follow-up device, here for example designed as longitudinal and transverse control, which has a longitudinal spacing of the motor vehicles 2 . 4a . 4b . 4c . 6 adjusted to a certain value d and it allows the following motor vehicles 4a . 4b . 4c . 6 . 8th the leader vehicle 2 each spaced apart by the distance d can follow. For this purpose, corresponding sensor devices in the following motor vehicles 4a . 4b . 4c . 6 . 8th which generate, for example, distance and speed data, which are transmitted via the vehicle-to-vehicle communication devices of the following motor vehicles 4a . 4b . 4c . 6 . 8th be replaced. In addition, each of the leader vehicle 2 subsequent motor vehicles 4a . 4b . 4c . 6 . 8th equipped with an electronic control unit in which the control and regulation routines of the vehicle following control are implemented. Also the leader vehicle 2 may be equipped with such a vehicle follow-up regulation, although in the present case it is the leadership of the vehicle body by the leading vehicle 2 does not come to fruition.

The vehicle follow-up control device therefore includes per motor vehicle 2 . 4a . 4b . 4c . 6 . 8th a transmitting device and a receiving device of the vehicle-to-vehicle communication device, a sensor device, an electronic control device and at least one electrically controllable drive machine, an electrically controllable service brake device and an electrically controllable steering direction as actuators.

Due to the distance, speed and steering data, which in each subsequent motor vehicle 4a to 8th are each received by the on-board electronic control unit of the vehicle following control, then finds in the context of vehicle sequence control, an automatic electrical actuation of the electrical steering devices, the electro-pneumatic braking devices and electrically controllable drive machines each on the vehicle body 1 affiliated with the leader vehicle 2 following motor vehicle 4a . 4b . 4c . 6 . 8th by electrical control signals to one by the leading vehicle 2 predetermined target trajectory, here, for example, along a left turn equidistant (target distance d ) (see 2 ).

In 4 is the lead vehicle 2 shown in a highly schematic way, which uses an accelerator pedal operated by the driver 12 , a driver-operated service brake pedal 14 as well as a driver-operated steering wheel 16 features. As the steering device (steer-by-wire), the brake device (brake-by-wire) as well as the drive machine (drive-by-wire) of the leading vehicle 2 electrically operated, is on the accelerator pedal 12 For example, at least one electrical rotation angle sensor 18 , on the brake pedal 14 an electric brake transmitter 20 and on the steering wheel 16 an electric steering angle sensor 22 arranged.

In this case, the at least one electrical rotation angle sensor detects 18 on the gas pedal 12 an accelerator pedal position or its change, a speed and / or an acceleration of an operation of the accelerator pedal 12 of the leading vehicle and generates a corresponding accelerator pedal signal, in particular in cooperation with an evaluation and control electronics 24 to which the rotation angle sensor 18 connected.

The electric brake value transmitter 20 detects a brake pedal position or its change, a speed and / or an acceleration an actuation of the brake pedal 14 and generates a corresponding brake pedal signal, in particular in cooperation with the evaluation and control electronics 24 to which he is connected.

The steering wheel angle sensor 22 detects a steering wheel angle or its change, a speed and / or an acceleration of an actuation of the steering wheel 16 and generates a corresponding steering wheel angle signal, in particular in cooperation with the evaluation and control electronics 24 to which he is connected. The steering wheel angle is, for example, starting from a neutral position or zero position of the steering wheel 16 measured starting.

In this case, each also has its own evaluation each with the electrical rotation angle sensor 18 , with the electric brake value transmitter 20 and with the steering wheel angle sensor 22 be summarized, so that the accelerator pedal signal, the brake pedal signal and the steering wheel angle signal also directly from the then each designed as a combined sensor and evaluation sensors 18 . 20 and 22 be generated and then the corresponding calculations for determining the operating speed or actuation acceleration can be performed.

The accelerator pedal signal, the brake pedal signal and the steering wheel angle signal are then preferably in the evaluation and control electronics of the leading vehicle here 2 processed. The processing of said signals includes generating a driving initiation signal here, for example on the basis of at least the three said signals by the evaluation and control electronics 24 in the lead vehicle 2 , The driving initiation signal therefore includes information about the driver's intention of the accelerator pedal 12 or the brake pedal 14 and / or the steering wheel 16 of the leading vehicle 2 operated or released, in view of its intended acceleration / deceleration, intentional maintenance of speed and / or intentional steering of the lead vehicle 2 ,

The driving initiation signal is transmitted by the vehicle-to-vehicle wireless communication device 26 from the leader vehicle 2 to the leader vehicle 2 immediately following second motor vehicle 4a and for example from there by the local vehicle-to-vehicle communication device 26 also to the third motor vehicle 4b , from there to the fourth motor vehicle 4c , from there to the fifth motor vehicle 6 and from there to the sixth motor vehicle 8th transmitted, in each case, for example, to the respectively existing evaluation and control electronics.

For example, in each evaluation and control electronics of a subsequent motor vehicle 4a . 4b . 4c . 6 and 8th In each case also routines are implemented, by which the vehicle sequence control is realized. Furthermore, for example, in each evaluation and control electronics of a subsequent motor vehicle 4a . 4b . 4c . 6 and 8th Also implemented routines through which the driving, braking and / or steering behavior of the respective subsequent motor vehicle 4a . 4b . 4c . 6 or 8th also dependent on that of the leader vehicle 2 originating driving initiation signal is controlled or regulated. Here, for example, in each subsequent motor vehicle 4a . 4b . 4c . 6 and 8th in the evaluation and control electronics implemented vehicle following regulation by that of the leading vehicle 2 emitted driving initiation signal influenced, adapted or changed. Thus, in the automatic control or regulation of the driving, braking and / or steering behavior of the following motor vehicles 4a . 4b . 4c . 6 . 8th the received driving initiation signal of the leading vehicle 2 taken into account in the context of vehicle sequence control (longitudinal control or longitudinal and lateral control).

This method will now be described in the 3 shown flowcharts are exemplified.

In one step 100 be as explained above by the sensors 18 . 20 and 22 the accelerator pedal signal, the brake pedal signal and the steering wheel angle signal generated and in the evaluation and control electronics 24 be controlled. There, the driving initiation signal is then generated on the basis of the accelerator pedal signal, the brake pedal signal and the steering wheel angle signal. In the present case, the driver of the leading vehicle must 2 for example, because of a collapsing in front of him motor vehicle on the one hand the foot of the previously operated accelerator pedal 12 take, on the other hand, the previously not operated brake pedal 14 operate and also for example by an actuation of the steering wheel 16 Dodge the einscherenden motor vehicle a bit far.

These are from the sensors 18 . 20 and 22 the change of the accelerator pedal position, the speed and / or the acceleration of the operation of the accelerator pedal 12 , the change in the brake pedal position, the speed and / or the acceleration of the operation of the brake pedal 14 and a change of the steering wheel angle, the speed and / or the acceleration of the operation of the steering wheel 16 captures and from this the driving initiation signal in step 200 formed, which then on a gas take-off, braking and changing the driving trajectory of the leading vehicle 2 indicated by the driver.

In one step 300 Then, the driving initiation signal by means of the vehicle-to-vehicle communication to the subsequent motor vehicles 4a to 8th transmitted and received there.

In one step 400 Then the driving, braking and steering behavior of the relevant subsequent motor vehicle 4a to 8th each controlled or regulated depending on the received Fahrintensionssignal. In other words, the setpoint values or setpoint specifications for the driving, braking and steering behavior of the respective following motor vehicle automatically given by the vehicle follow-up regulation become 4a to 8th changed, influenced or adjusted by the driving initiation signal. This change, influencing or adaptation of the setpoint values or setpoint specifications of the vehicle following control takes place in the present example of a braking and an obstacle evading leading vehicle 2 for example, such that the desired distance d between the motor vehicles 2 to 8th early, ie already with the reception of the driving initiation signal from the leading vehicle 2 is increased, for example, by the electro-pneumatic braking device in each of the following motor vehicles 4a to 8th automatically operated and, for example, the power of the prime movers is automatically withdrawn. In addition, an automatic steering correction in each of the following motor vehicles could also 4a to 8th take place to the changed target trajectory of the leading vehicle 2 to follow automatically.

LIST OF REFERENCE NUMBERS

1

vehicle Association

2

lead vehicle

4a

second motor vehicle

4b

third motor vehicle

4c

fourth motor vehicle

6

last motor vehicle

8th

sixth motor vehicle

10

Vehicle-to-vehicle communication

12

accelerator

14

brake pedal

16

steering wheel

18

Rotation angle sensor

20

Brake signal transmitter

22

Steering wheel angle sensor

24

Evaluation and control electronics

26

Vehicle-to-vehicle communication device

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102007046765 A1 [0006]
• EP 1569183 A2 [0006]
• EP 2738751 A1 [0008, 0021]

Claims (13)

Method for controlling or regulating the driving, braking and / or steering behavior of at least one motor vehicle (4a, 4b, 4c, 6) following a preceding motor vehicle (2), the preceding motor vehicle (2) and the at least one subsequent motor vehicle (4a 4b, 4c, 6) form an electronically coupled vehicle body (1), in which a) the driving, braking and / or steering behavior of the at least one following motor vehicle (4a, 4b, 4c, 6, 8) depends on the driving -, Braking and / or steering behavior of the preceding motor vehicle (2) is automatically controlled or regulated, and in which b) by means of a vehicle-to-vehicle communication (10) communication between the preceding motor vehicle (2) and the at least one following motor vehicle (4a, 4b, 4c, 6, 8), characterized in that in the method further c) in the preceding vehicle (2) an accelerator pedal position, a change of an accelerator pedal position, a speed and / or an acceleration of an operation of an accelerator pedal (12) of the preceding motor vehicle (2) and / or an actuating force of the accelerator pedal (12) and / or a brake pedal position, a change of a brake pedal position, a speed and / or an acceleration of an operation a brake pedal (14) of the preceding motor vehicle (2) and / or an actuating force of the brake pedal (14) and / or a steering wheel angle, a change of the steering wheel angle, a speed and / or an acceleration of an actuation of a steering wheel (16) of the preceding vehicle ( 2) and / or an actuation force of the steering wheel (16) is detected, and in which c) in the preceding vehicle (2) c1) of the accelerator pedal position, of the change of the accelerator pedal position, of the speed and / or the acceleration of Actuation and / or by the actuating force of the accelerator pedal (12) of the preceding motor vehicle (2), and / or c2) from the brake pedal position, from the change in the brake pedal position, from the speed and / or from the acceleration of the actuation and / or from the actuation force of the brake pedal (14) of the preceding motor vehicle (2), and / or c3) from the steering wheel angle, from the change of the steering wheel angle, the drive intention signal dependent on the speed and / or the acceleration of the actuation and / or the actuation force of the steering wheel (16) of the preceding vehicle (2) are generated, and wherein, in the method, d) the driving initiation signal from the preceding vehicle (2) by means of the vehicle-to-vehicle communication (10) to the at least one subsequent motor vehicle (4a, 4b, 4c, 6, 8) is transmitted, and wherein in the method then further e) in the automatic control or regulation of the driving, braking and / or steering behavior of the at least one following motor vehicle (4a, 4b, 4c, 6, 8) the Fahrintensionssigna l is taken into account. Method according to Claim 1 characterized in that based on the driving initiation signal, a prediction is made with respect to the future driving, braking and / or steering behavior of the preceding motor vehicle (2). Method according to Claim 1 or 2 , characterized in that based on the driving initiation signal, a speed and / or an acceleration and / or a jerk of the preceding motor vehicle (2) is calculated or estimated. Method according to Claim 3 Characterized in that the speed and / or acceleration and / or jerk of the preceding motor vehicle (2) on board the preceding motor vehicle (2) or on board the at least one subsequent motor vehicle (4a, 4b, 4c, 6, 8) calculated or estimated. Method according to Claim 4 characterized in that the jerk of the preceding vehicle (2) is based on the accelerator pedal position, the change of the accelerator pedal position, the speed and / or the acceleration of the operation and / or the actuating force of the accelerator pedal (12) of the preceding vehicle (2) and or based on the brake pedal position, the change in brake pedal position, the speed and / or the acceleration of the actuation and / or the actuation force of the brake pedal (14) of the preceding motor vehicle (2) is calculated or estimated. Method according to one of Claims 3 to 5 , characterized in that in the driving initiation signal information about the speed and / or the acceleration and / or the jerk of the preceding motor vehicle (2) is included. Method according to one of the preceding claims, characterized in that the preceding motor vehicle (2) is a first leading motor vehicle of the electronically coupled vehicle body (1). Method according to Claim 7 , characterized in that the at least one subsequent motor vehicle (4a, 4b, 4c, 6, 8) a the preceding motor vehicle (2) directly or indirectly subsequent motor vehicle within the electronically coupled vehicle association (1). Method according to one of the preceding claims, characterized in that the electronic coupling of the electronically coupled vehicle body (1) and in particular between the preceding vehicle (2) and the at least one subsequent motor vehicle (4a, 4b, 4c, 6, 8) comprises at least the following a) a longitudinally guiding driver assistance system which, on the basis of a relative distance (d) and / or a relative speed of the at least one following motor vehicle (4a, 4b, 4c, 6, 8) with respect to the preceding motor vehicle (2) has a certain relative distance ( d) and / or regulates a certain relative speed, or b) a longitudinal and transverse driver assistance system, which on the one hand on the basis of a relative distance (d) and / or a relative speed of at least one subsequent motor vehicle (4a, 4b, 4c, 6, 8 ) with respect to the preceding vehicle (2) a certain relative distance (d) and / or a b on the other hand, the at least one following motor vehicle (4a, 4b, 4c, 6, 8) automatically follows a trajectory predetermined by the preceding motor vehicle (2). Method according to one of the preceding claims, characterized in that the vehicle-to-vehicle communication (10) takes place wirelessly. Method according to one of the preceding claims, characterized in that the driver's extension signal is additionally formed as a function of signals of at least one on board the leading motor vehicle (2) arranged sensor device which detects a speed and / or acceleration of the preceding vehicle (2). Method according to one of the preceding claims, characterized in that the driver's initial signal is additionally formed as a function of an actuation of an engine brake, a regenerative brake or a retarder of the preceding motor vehicle (2). Electronically coupled vehicle body (1) comprising a preceding motor vehicle (2) and at least one motor vehicle (4a, 4b, 4c, 6, 8) following the preceding motor vehicle (2), characterized in that a control or regulation of the driving, braking and / or steering behavior of the at least one subsequent motor vehicle (4a, 4b, 4c, 6, 8) according to a method according to at least one of the preceding claims.

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