DE102022112377A1 - Method for setting a target distance of a motor vehicle to a vehicle in front, computer program, control device and motor vehicle - Google Patents

Abstract

A method (100) is provided for setting a target distance (50) of a motor vehicle (10) to a vehicle in front (20) in front, wherein the motor vehicle (10) and the vehicle in front (20) share a first lane (35) of a multi-lane roadway (30 ) drive, the method (100) comprising: activating (110) an adaptive cruise control for setting the target distance (50); determining (120) a distance between the motor vehicle (10) and the front vehicle (20); acquiring (130) static environmental data, the static environmental data relating to the roadway (30); acquiring (140) dynamic environmental data, the dynamic environmental data relating to a second motor vehicle (25) on a second lane (36) of the multi-lane roadway (30); adjusting (150) the target distance (50) depending on the static environmental data and the dynamic environmental data.

Description

The present invention relates to a method for setting a target distance of a motor vehicle to a vehicle in front, wherein the motor vehicle and the vehicle in front travel on a first lane of a multi-lane road, and a data processing device which is designed to at least partially carry out the method. Furthermore, an automated motor vehicle with the data processing device is provided. Additionally or alternatively, a computer program is provided which includes commands which, when the program is executed by a computer, cause it to at least partially carry out the method. Additionally or alternatively, a computer-readable medium is provided which includes instructions which, when the instructions are executed by a computer, cause it to at least partially carry out the method.

Driver assistance systems for adapted speed control and distance control (ACC, English adaptive cruise control) take over the longitudinal control of the motor vehicle in non-critical driving situations. The longitudinal control can be carried out in such a way that a desired speed set by a driver is not exceeded and, in addition, a target distance between the motor vehicle and a vehicle in front is maintained. The target distance usually depends on the speed of the motor vehicle and is based on a fixed time gap to the vehicle in front, which is usually configurable by the driver, also known as the distance level. Systems are also known that can dynamically adjust the target distance in certain situations, e.g. based on traffic volume, road width and/or weather conditions such as rain.

DE 10 2017 213 278 A1 discloses a method for dynamically and situation-specific setting of a target distance between two vehicles using a data service. This involves reading out a data service to provide route parameters and adapting the target distance depending on the route parameters provided. This allows the target distance to be set without manual intervention.

However, from the driver's perspective, i.e. for subjective reasons and/or for technical reasons, it may be necessary to adjust the target distance. When driving in a staggered manner on multi-lane roads, situations can arise in which the target distance to the vehicle in front is adjusted in such a way that the motor vehicle is in an uncomfortable or critical area for a longer period of time next to a second motor vehicle driving in the adjacent lane. This occurs in particular on narrower roads such as construction sites or motorway construction sites, wider vehicles in the adjacent lane and/or when the second vehicle is driving unstable in the adjacent lane (e.g. lurching truck). The situation is also at least uncomfortable and/or safety-relevant when the motor vehicle is in a blind spot of a second motor vehicle in the adjacent lane for a longer period of time due to the target distance.

Against the background of this prior art, the task of the present disclosure is to specify a method which is suitable for at least fulfilling the above-mentioned requirement and enabling an adjustment of the target distance.

The task is solved by the features of the independent claim. The subclaims contain preferred developments of the invention.

The task is then solved by a method for setting a target distance between a motor vehicle and a vehicle in front, whereby the motor vehicle and the vehicle in front travel along a first lane of a multi-lane road. The method has the following steps: activating an adaptive cruise control to set the target distance; determining a distance between the motor vehicle and the vehicle in front; acquiring static environmental data, the static environmental data relating to the roadway; acquiring dynamic environmental data, wherein the dynamic environmental data relates to a second motor vehicle on a second lane of the multi-lane roadway; adjusting the target distance depending on the static environmental data and the dynamic environmental data.

The front vehicle is a motor vehicle located in front of the motor vehicle in a direction of travel and/or in a lane traveled by the motor vehicle. The adaptive cruise control regulates the distance between the motor vehicle and the vehicle in front in order to set the distance according to the target distance. The adaptive cruise control uses the determined distance. The target distance can be set by the user and/or automatically. The target distance is adjusted to avoid and/or suppress critical and/or safety-relevant situations.

The motor vehicle, the front vehicle and the second motor vehicle drive on the roadway of a road, the roadway having several lanes, namely the first lane and the second lane. The motor vehicle and the vehicle in front drive in the first lane. The second motor vehicle is driving in the second lane. The first lane is different from the second lane. The first lane is located next to the second lane. The arrangement and geometry, in particular the widths of the lanes, can be recorded as static environmental data. The arrangement of the second motor vehicle, in particular relative to the motor vehicle and/or the vehicle in front, can be recorded as dynamic environmental data. The static environmental data and/or the dynamic environmental data can be recorded using vehicle-mounted sensors. By taking into account the static environmental data and the dynamic environmental data, the target distance is adjusted in particular dynamically in such a way that uncomfortable and/or critical situations can be avoided and/or at least reduced.

Adjusting the target distance may include decreasing the target distance. The target distance can be reduced in order to avoid driving the motor vehicle next to the second motor vehicle and/or to reduce the duration thereof. For the same reason, adjusting the target distance may alternatively or additionally include increasing the target distance. The increase and decrease in the target distance can also be done successively, i.e. one after the other, in any order in order to ensure a dynamic adjustment of the target distance. Reducing the target distance can be limited by a lower limit, i.e. a minimum distance between the motor vehicle and the vehicle in front, in order to avoid a safety-relevant collision. Increasing the target distance can be limited by an upper limit, i.e. a maximum distance between the motor vehicle and the vehicle in front, in order to ensure a reliable ACC function.

The adjustment can take place taking into account a second distance between the second motor vehicle and the vehicle in front. The second distance can provide information as to whether overtaking the second motor vehicle is possible and/or whether it is possible to drive behind the vehicle in front and in front of the second motor vehicle. This can resolve an uncomfortable and/or unsafe situation. The second distance can be the distance between the second motor vehicle and the front vehicle in the direction of travel in order to effectively indicate the distance and enable appropriate adjustment.

Adjusting the target distance may include increasing the target distance if the second distance satisfies a first threshold condition. The first threshold condition can be a comparison of the second distance with a first distance threshold. If the second distance is less than the first distance threshold, the target distance is increased; otherwise the target distance can remain unadjusted or be reduced. This allows the target distance to be increased if the second motor vehicle and the vehicle in front are so close to one another that overtaking the second motor vehicle and/or driving past the second motor vehicle is not possible without risk for the motor vehicle. By increasing the target distance, an uncomfortable and/or safety-relevant journey of the motor vehicle next to the second motor vehicle can be avoided and/or suppressed.

Adjusting the target distance may include reducing the target distance if the second distance satisfies a second threshold condition. The second threshold condition can be a comparison of the second distance with a second distance threshold. If the second distance is greater than the second distance threshold, the target distance is reduced; otherwise the target distance can remain unadjusted or be increased. This allows the target distance to be reduced if the second motor vehicle and the front vehicle are so far apart that overtaking the second motor vehicle and/or driving past the second motor vehicle is possible without risk for the motor vehicle. By reducing the target distance and the possibility of overtaking and/or driving past, an uncomfortable and/or safety-relevant journey of the motor vehicle next to the second motor vehicle can be avoided and/or suppressed.

The dynamic environmental data may include the vehicle type of the second motor vehicle and/or a lateral distance between the motor vehicle and the second motor vehicle. The vehicle type can include the information as to whether the second motor vehicle is a commercial vehicle, in particular a truck, a bus and/or a multi-unit vehicle. Such motor vehicles often require increased space and can therefore create rather uncomfortable and/or critical situations that need to be avoided by adjusting the target distance. Furthermore, commercial vehicles have a blind spot, i.e. a space that cannot be seen by a driver of the commercial vehicle. Driving the motor vehicle in a blind spot is an example of a safety-relevant situation that needs to be avoided by adjusting the target distance. For the same reasons, the dynamic environmental data may include the lateral distance between the motor vehicle and the second motor vehicle.

The target distance can be adjusted depending on a forecast of a temporal development of the dynamic environmental data. By means of a forecast, for example based on the respective actual speed of the motor vehicle, the second motor vehicle and/or the vehicle in front, it can be determined over what period of time an uncomfortable and/or safety-relevant situation may exist and/or when such a situation may occur by adjusting the target distance can be avoided and/or suppressed.

In other words and based on a specific embodiment, which is described as not limiting the present disclosure, what has been described above can be summarized as follows: By taking into account the static environmental situation (e.g. road type, lane width, etc.) as well as the dynamic environmental situation (surrounding Road users such as the vehicle in front, vehicles in the next lane) should also dynamically adjust the target distance in such a way that uncomfortable and/or critical situations are avoided or at least reduced in duration. If the situation is recognized in which the ego vehicle with the automatic longitudinal guidance system activated would settle behind a vehicle in front over a longer period of time (stationary follow-up journey), the distance to the vehicle in front can be automatically and dynamically adjusted as follows: first, the distance to the vehicle in front is increased until how the vehicle in front is not yet far enough forward that the motor vehicle would drive past the adjacent lane object in one go if it caught up with the vehicle in front. If the vehicle in front is so far ahead that the motor vehicle can drive past the adjacent lane object in one go when it closes up to the “normal” / original distance, the dynamic target distance is reduced again accordingly and the ego vehicle closes up to the vehicle in front.

Furthermore, a computer program is provided, comprising commands which, when the program is executed by a computer, cause it to at least partially execute or carry out the method described above.

A program code of the computer program can be in any code, in particular in a code that is suitable for motor vehicle controls.

What was described above with reference to the process also applies to the computer program and vice versa.

Furthermore, a data processing device, for example a control device, is provided for an automated motor vehicle, the control device being set up to at least partially implement or carry out the method described above. The procedure is therefore a computer-implemented procedure.

The data processing device can be part of or represent a driving assistance system. The data processing device can be, for example, an electronic control unit (ECU = electronic control unit). The electronic control unit can be an intelligent processor-controlled unit, which can communicate with other modules, for example via a central gateway (CGW) and, if necessary, via field buses such as the CAN bus, LIN bus, MOST bus and FlexRay or via Automotive Ethernet, e.g. together with telematics control devices, can form the vehicle on-board network. It is conceivable that the control unit controls functions relevant to the driving behavior of the motor vehicle, such as the engine control, the power transmission, the braking system and/or the tire pressure monitoring system. In addition, driver assistance systems, such as a parking assistant, an adapted cruise control (ACC), a lane keeping assistant, a lane change assistant, traffic sign recognition, light signal recognition, a starting assistant, a night vision assistant and/or an intersection assistant, can be controlled by the control unit .

What has been described above with reference to the method and the computer program also applies analogously to the data processing device and vice versa.

Furthermore, a motor vehicle comprising the data processing device described above is provided.

The motor vehicle can be a passenger car, in particular an automobile. The automated motor vehicle can be designed to at least partially and/or at least temporarily take over longitudinal guidance and/or transverse guidance during automated driving of the motor vehicle. Automated driving can be carried out in such a way that the movement of the motor vehicle is (largely) autonomous. Automated driving can, at least partially and/or temporarily controlled by the data processing device.

The motor vehicle can be a motor vehicle with autonomy level 0, i.e. the driver takes over the dynamic driving task, even if supporting systems (e.g. ABS or ESP) are present.

The motor vehicle can be a motor vehicle with autonomy level 1, i.e. have certain driver assistance systems that support the driver in operating the vehicle, such as adaptive cruise control (ACC).

The motor vehicle can be a motor vehicle of autonomy level 2, i.e. be partially automated so that functions such as automatic parking, lane keeping or lateral guidance, general longitudinal guidance, acceleration and/or braking are taken over by driver assistance systems.

The motor vehicle can be a motor vehicle of autonomy level 3, i.e. conditionally automated so that the driver does not have to continuously monitor the vehicle system. The motor vehicle independently carries out functions such as triggering the turn signal, changing lanes and/or keeping in lane. The driver can turn his attention to other things, but if necessary the system will ask him to take over within a warning period.

The motor vehicle can be a motor vehicle with autonomy level 4, i.e. so highly automated that control of the vehicle is permanently taken over by the vehicle system. If the system can no longer handle the driving tasks, the driver can be asked to take over the lead.

The motor vehicle can be a motor vehicle with autonomy level 5, i.e. so fully automated that the driver is not required to fulfill the driving task. No human intervention is required other than setting the target and starting the system. The motor vehicle can do without a steering wheel and pedals.

What has been described above with reference to the method, the data processing device and the computer program also applies analogously to the motor vehicle and vice versa.

Furthermore, a computer-readable medium, in particular a computer-readable storage medium, is provided. The computer-readable medium includes instructions that, when the program is executed by a computer, cause it to at least partially carry out the method described above.

That is, a computer-readable medium may be provided that includes a computer program as defined above. The computer-readable medium can be any digital data storage device, such as a USB flash drive, hard drive, CD-ROM, SD card, or SSD card. The computer program does not necessarily have to be stored on such a computer-readable storage medium in order to be made available to the motor vehicle, but can also be obtained externally via the Internet or otherwise.

What has been described above with reference to the method, the data processing device, the computer program and the automated motor vehicle also applies analogously to the computer-readable medium and vice versa.

• 1 zeigt ein schematisches Ablaufdiagramm eines Verfahrens zum Einstellen eines Sollabstands eines Kraftfahrzeugs zu einem vorausfahrenden Vorderfahrzeug gemäß einem Aspekt der Erfindung; und
• 2 zeigt schematisch drei Szenarien je mit einem Kraftfahrzeug gemäß einem Aspekt der Erfindung, einem Vorderfahrzeug und einem zweiten Kraftfahrzeug.

An embodiment is described below with reference to 1 and 2 described.

• 1 shows a schematic flow diagram of a method for setting a target distance of a motor vehicle to a vehicle in front according to one aspect of the invention; and
• 2 schematically shows three scenarios each with a motor vehicle according to one aspect of the invention, a front vehicle and a second motor vehicle.

1 shows a schematic flow diagram of a method 100 for setting a target distance 50 of a motor vehicle 10 to a front vehicle 20 in front according to one aspect of the invention.

The motor vehicle 10 and the vehicle in front 20 travel along a first lane 35 of a multi-lane roadway 30 (see 2 ). The procedure 100 according to 1 begins with an activation 110 of an adaptive cruise control system to set the target distance 50. The activation 110 can be carried out by the user and/or by the vehicle.

A distance is determined 120 between the motor vehicle 10 and the vehicle in front 20. The distance is determined 120 by a detection device on the vehicle.

Static environmental data is recorded 130, the static environmental data relating to the roadway 30. The environmental data 30 includes the roadway 30 resulting geometric data. The environmental data 30 includes data relating to lanes 35, 36 of the roadway 30 and in particular a width of the lanes 35, 36. The static environmental data is captured 130 by the vehicle-side detection device and/or by receiving static environmental data from a server external to the vehicle.

Dynamic environmental data is recorded 140, the dynamic environmental data relating to a second motor vehicle 25 on a second lane 36 of the multi-lane roadway 30. The dynamic environmental data includes information relating to the second motor vehicle 25. The dynamic environmental data includes the vehicle type of the second motor vehicle 25 and a lateral distance between the motor vehicle 10 and the second motor vehicle 25. The dynamic environmental data is captured 140 by the vehicle-side detection device.

The target distance 50 is adjusted 150 depending on the static environmental data and the dynamic environmental data. The adjustment 150 takes place taking into account a second distance between the second motor vehicle 25 and the front vehicle 20. The adjustment 150 of the target distance 50 includes increasing the target distance 50 (see 2 (A) ). Adjusting 150 the target distance 50 includes increasing the target distance 50 if the second distance satisfies a first threshold condition. Adjusting 150 the target distance 50 includes reducing the target distance 50 (see 2 B) ). Adjusting 150 the target distance 50 includes reducing the target distance 50 if the second distance satisfies a second threshold condition. The first threshold condition is different from the second threshold condition. The adjustment 150 of the target distance 50 takes place depending on a forecast of the temporal development of the dynamic environmental data ( 2 (A) and (B)).

The person skilled in the art will recognize that the steps can have further sub-steps and in particular that the method steps can each be carried out iteratively and/or in a different order. The determination 120 of the distance, the acquisition 130 of static environmental data and/or the acquisition 140 of dynamic environmental data can take place in any order and/or simultaneously, i.e. at the same time. In particular, the determination 120 of the distance, the acquisition 130 of static environmental data and/or the acquisition 140 of dynamic environmental data can be carried out permanently and/or before the activation 110 of the adaptive cruise control.

2 shows schematically three scenarios 2 (A) , 2 B) and 2 (C) each with a motor vehicle 10 according to one aspect of the invention, a front vehicle 20 and a second motor vehicle 25.

The motor vehicle 10 is set up to be related to 1 to carry out the procedure 100 described. For this purpose, the motor vehicle 10 has a detection device (not shown) for determining 120 the distance between the motor vehicle 10 and the vehicle in front 20, for detecting 130 static environmental data such as, for example, a width of lanes 35, 36, and for detecting 140 dynamic environmental data, such as for example Vehicle type of the second motor vehicle 25 and/or the lateral distance between the motor vehicle 10 and the second motor vehicle 25. Furthermore, the motor vehicle 10 has a data processing device, not shown, for processing the recorded data.

In each of the three in 2 (A) , 2 B) and 2 (C) In the scenarios shown, the motor vehicle 10 travels on a multi-lane road 30. The road 30 has two lanes 35, 36. The motor vehicle 10 and the front vehicle 20 are arranged on a first lane 35. A second motor vehicle 36 is arranged on a second lane 36. The respective actual speed 60 of the front vehicle 20 and the second motor vehicle 25 is each marked with an arrow emanating from the respective vehicle 20, 25 in the direction of travel. The motor vehicle 10 is set up to regulate or set a target distance 50 between the motor vehicle 10 and the vehicle in front 20, marked with a double arrow. In addition, each of the scenarios shows a third motor vehicle 21 according to the prior art. The scenarios each illustrate alternatives for regulating the target distance 50, with the automated motor vehicle 10 following the method 1 carries out and the third motor vehicle 21 maintains a fixed target distance 50 from the front vehicle 20 according to the prior art. In other words, it is assumed that the third motor vehicle 21 according to the prior art is not present in the description of the automated motor vehicle 10 and vice versa.

In the scenario according to 2 (A) the second motor vehicle 25 is a truck. The second motor vehicle 25 therefore requires a lot of space. The actual speed is 60 des second motor vehicle 25 is smaller than the actual speed 60 of the front vehicle 60.

The third motor vehicle 21 according to the prior art would maintain a fixed target distance 50 from the vehicle in front 60. According to the prior art, the third motor vehicle 21 would therefore drive next to the second motor vehicle 25 for a longer period of time, which can be uncomfortable and/or safety-related.

The automated motor vehicle 10 does this with reference 1 procedures described. The automated motor vehicle 10 recognizes that a second distance between the front vehicle 20 and the second motor vehicle 25 is not sufficient to overtake the second motor vehicle 25 and/or to drive past the second motor vehicle 25. Ie the second distance is less than the first distance threshold, the first distance threshold being defined by a second distance that is sufficient for overtaking the second motor vehicle 25 and/or for driving past the second motor vehicle 25. The second distance of the first threshold condition is therefore sufficient. Therefore, the motor vehicle 10 increases the target distance 50 to the vehicle in front 20 in order to avoid an uncomfortable and/or safety-relevant situation. The target distance 50 is increased, as indicated by the arrow pointing downwards, in such a way that the motor vehicle 10 travels behind the second motor vehicle 25.

In the scenario according to 2 B) the second motor vehicle 25 is a truck. The second motor vehicle 25 therefore requires a lot of space. The actual speed 60 of the second motor vehicle 25 is smaller than the actual speed 60 of the front vehicle 60. The scenario according to 2 B) can be timed according to the scenario 2 (A) present. The temporal development of the scenario according to 2 (A) according to the scenario 2 B) can be predicted by the actual speeds 60.

The third motor vehicle 21 according to the prior art would maintain a fixed target distance 50 from the vehicle in front 60. According to the prior art, the third motor vehicle 21 would therefore drive next to the second motor vehicle 25 for a longer period of time, which can be uncomfortable and/or safety-relevant.

The automated motor vehicle 10 does this with reference 1 procedures described. The automated motor vehicle 10 recognizes that a second distance between the front vehicle 20 and the second motor vehicle 25 is sufficient to overtake the second motor vehicle 25 and/or drive past the second motor vehicle 25. Ie the second distance is greater than the second distance threshold, the second distance threshold being defined by a second distance sufficient for overtaking the second motor vehicle 25 and/or for driving past the second motor vehicle 25. The second distance of the second threshold condition is therefore sufficient. Therefore, the motor vehicle 10 reduces the target distance 50 to the vehicle in front 20 in order to avoid an uncomfortable and/or safety-relevant situation. The target distance 50 is reduced, as indicated by the arrow pointing downwards, in such a way that the motor vehicle 10 drives in front of the second motor vehicle 25 and can overtake if necessary.

In the scenario according to 2 (C) the second motor vehicle 25 is a passenger car. The actual speed 60 of the second motor vehicle 25 and the actual speed 60 of the front vehicle 60 are comparable.

A third motor vehicle 21 according to the prior art would maintain a fixed target distance 50 from the vehicle in front 60. According to the prior art, the third motor vehicle 21 would therefore drive next to the second motor vehicle 25 for a longer period of time, which can be uncomfortable and/or safety-relevant.

The automated motor vehicle 10 does this with reference 1 procedures described. The automated motor vehicle 10 recognizes that a second distance between the front vehicle 20 and the second motor vehicle 25 is sufficient to overtake the second motor vehicle 25 and/or drive past the second motor vehicle 25. Ie the second distance is greater than the second distance threshold, the second distance threshold being defined by a second distance sufficient for overtaking the second motor vehicle 25 and/or for driving past the second motor vehicle 25. Therefore, the motor vehicle 10 reduces the target distance 50 to the vehicle in front 20 in order to avoid an uncomfortable and/or safety-relevant situation. Alternatively, the motor vehicle 10, for example prompted by a user input, can increase the target distance 50 to the vehicle in front 20 in order to avoid an uncomfortable and/or safety-relevant situation.

Reference symbol list

10

motor vehicle

20

front vehicle

21

third motor vehicle according to the state of the art

25

second motor vehicle

30

roadway

35

first lane

36

second lane

50

Target distance

60

Is speed

100

Proceedings

110

Activating adaptive cruise control

120

Determining a distance

130

Collecting static environmental data

140

Capturing dynamic environmental data

150

Adjusting the target distance

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was 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 102017213278 A1 [0003]

Claims (10)

Method (100) for setting a target distance (50) of a motor vehicle (10) to a front vehicle (20) in front, wherein the motor vehicle (10) and the front vehicle (20) drive on a first lane (35) of a multi-lane roadway (30), the method (100) comprising: - Activating (110) an adaptive cruise control to set the target distance (50); - determining (120) a distance between the motor vehicle (10) and the vehicle in front (20); - detecting (130) static environmental data, the static environmental data relating to the roadway (30); - detecting (140) dynamic environmental data, the dynamic environmental data relating to a second motor vehicle (25) on a second lane (36) of the multi-lane roadway (30); - Adjusting (150) the target distance (50) depending on the static environmental data and the dynamic environmental data. Procedure according to Claim 1 , wherein adjusting (150) of the target distance (50) includes reducing and/or increasing the target distance (50). Procedure according to Claim 1 or 2 , wherein the adjustment (150) takes place taking into account a second distance between the second motor vehicle (25) and the front vehicle (20). Procedure according to Claim 3 , wherein adjusting (150) the target distance (50) includes increasing the target distance (50) if the second distance satisfies a first threshold condition. Procedure according to Claim 3 or 4 , wherein adjusting (150) the target distance (50) includes reducing the target distance (50) if the second distance satisfies a second threshold condition. Method according to one of the preceding claims, wherein the dynamic environmental data includes the vehicle type of the second motor vehicle (25) and/or a lateral distance between the motor vehicle (10) and the second motor vehicle (25). Method according to one of the preceding claims, wherein the adjustment (150) of the target distance (50) takes place depending on a forecast of a temporal development of the dynamic environmental data. Computer program and/or computer-readable medium, comprising commands which, when the program or commands are executed by a computer, cause the computer to carry out the method (100) and/or the steps of the method (100) according to one of Claims 1 until 7 to carry out Data processing device for an automated motor vehicle (10), the data processing device being set up to carry out the method (100) according to one of Claims 1 until 7 to carry out. Motor vehicle (10), comprising the data processing device Claim 9 .

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