EP3687874A1

EP3687874A1 - Method and a device for generating a dynamic speed profile of a motor vehicle

Info

Publication number: EP3687874A1
Application number: EP18785246.2A
Authority: EP
Inventors: Tobias DÜSER; Sascha Bauer
Original assignee: AVL List GmbH
Current assignee: AVL List GmbH
Priority date: 2017-09-26
Filing date: 2018-09-26
Publication date: 2020-08-05
Also published as: US20200346659A1; JP2020535061A; CN111491844B; KR20200061385A; AT520320B1; AT520320A4; CN111491844A; US11897494B2; WO2019060938A1

Abstract

The invention relates to a method for generating a dynamic speed profile of a motor vehicle, which is suitable for the simulation of an in particular real driving operation on a route, having the following working steps: determining a section-based static speed profile, resolved into route segments, for the route on the basis of information from a digital map; starting from the section-based static speed profile, determining a section-based dynamized speed profile which takes into account a defined maximum intended retardation in order to achieve mandatory speed minima of the speed profile; starting from the section-based dynamized speed profile, determining a time-based dynamic speed profile resolved into time steps, wherein in each time step an applied acceleration is determined on the basis of the speed in a route segment, which is predefined by the speed profile and which corresponds to the respective time step, and the speed applied in the time step; and outputting the time-based dynamic speed profile.

Description

Method and apparatus for generating a dynamic

Speed profile of a motor vehicle

The invention relates to a method and a device for generating a dynamic speed profile of a motor vehicle, which is suitable for simulating a, in particular real, driving on a route.

With the introduction of the Real Driving Emissions (RDE) legislation, the discrepancy between homologation and real emissions from motor vehicles is to be reduced. In addition to a test cycle in the laboratory (WLTP, WLTC), from September 2017 motor vehicles will have to demonstrate compliance with emission limit values on the road under real driving conditions for type testing in the European Union.

Pollutant emissions in real driving are thus becoming more important than ever before in the focus of development. The ultimate goal is not to comply with the emission limit values in a precisely predefined cycle under predefined boundary conditions as before, but rather to adhere to the emission targets robustly on real test runs on unknown routes with intentionally coarse boundary conditions.

Consequently, RDE legislation has a major impact on the development of new automotive powertrains. The road as a test environment makes for great technical challenges. In classic cycle-based development, driving tests under real conditions are only possible with prototype vehicles and thus at the end of the development process. A typical mobile emission measurement system (PEMS) test program consists of a large number of test drives on different routes with different drivers to statistically cover the widest possible range of conditions. If basic problems are diagnosed at this stage of development, troubleshooting is usually only possible at great expense and involves a great deal of effort.

Although the road as a test environment, with its multitude of influences, provides the necessary stochastic basis to ensure that motor vehicles comply with the required emissions targets even in customer operation. However, it is almost impossible due to the hard-to-control influences, in real test drives on the Road two measurements with comparable conditions. For this reason, the effects of modifications to the drive or motor vehicle can not be specifically compared with a base state. This makes statements about the effectiveness of modifications difficult. Therefore, the road is only partially suitable as a development environment.

Test bench tests, on the other hand, are reproducible and influences or parameters can be kept constant as required. In this way effects of influences and their modifications become transparent. In addition, bench tests can be carried out with more complex measurement technology, which leads to more meaningful measurement results. However, the test cycles worn on a test bench lead to the above-mentioned known discrepancies between the homologation of motor vehicles and the emission values later achieved in real road traffic.

The document EP 1 672 348 A1 relates to a method for operating a motor vehicle on a chassis dynamometer, wherein the motor vehicle is equipped with an engine control with which an electronically controlled fresh air or fresh air mixture Beimessung and an automatic transmission or an electronically actuated transmission is controllable.

Furthermore, further test stands are known from the prior art in order to test a motor vehicle or components of a motor vehicle, for example powertrain test stand, transmission test bench, etc.

In addition, it is possible to test a motor vehicle or components of the motor vehicle partially or completely model-based. For this purpose, a model of the motor vehicle to be tested or of the component or components to be tested is created, and the driving operation is then simulated on the basis of these models and a test cycle.

In a test cycle, also called driving cycle, it is determined under which conditions with which speed profile, that is, a temporal speed sequence, a motor vehicle is operated.

It is an object of the invention to enable improved testing of motor vehicles or their components. In particular, it is an object of the invention to provide a speed profile for an improved test suitable under the conditions of RDE legislation.

This object is achieved by a method according to claim 1, a computer program according to claim 27, a computer readable medium according to claim 28 and an apparatus according to claim 29. Advantageous embodiments emerge from the subclaims. The teaching of the claims is expressly made part of the description.

A first aspect of the invention relates to a method for generating a dynamic speed profile of a motor vehicle which is suitable for simulating a, in particular real, driving operation on a route and / or is suitable for setting desired speeds for driver assistance systems, in particular for predictive driving functions. preferably having the following working steps:

Determining a route-based static speed profile for the route resolved, particularly in route segments, based on information from a digital map;

Determining, on the basis of the distance-based static speed profile, a distance-based dynamized speed profile which takes into account a defined maximum target deceleration for achieving binding speed minima of the speed profile;

Determining, on the basis of the distance-based dynamized velocity profile, a time-based dynamic velocity profile, in particular in time steps, wherein in each time step an applied acceleration based on the velocity profile given by the velocity profile in a route segment corresponding to the respective time step and in the Time step adjacent velocity is determined; and

Output the time-based dynamic speed profile.

Preferably, the method according to the invention runs fully automatically, ie without the intervention of a user. The steps of determining the static velocity profile and determining the dynamic velocity profile can preferably also be carried out in one work step. A second and third aspect of the invention relate to a corresponding computer program and a computer readable medium.

A fourth aspect of the invention relates to a device for generating a dynamic speed profile of a motor vehicle, which is suitable for simulating a, in particular real, driving operation on a route and / or for setting desired speeds for driver assistance systems, in particular for predictive driving functions, preferably comprising:

Means for determining a route-based statistical speed profile for the route resolved in route segments based on information from a digital map;

Means for determining, on the basis of the distance-based statistical speed profile, a distance-based dynamic speed profile which takes into account a defined maximum set delay for achieving, in particular binding, speed minima of the distance-based static speed profile;

Means for determining, based on the distance-based dynamic velocity profile, a time-resolved, time-based dynamic velocity profile, wherein in each time step an applied acceleration based on the velocity profile given by the velocity profile in a route segment corresponding to the respective time step; Time step adjacent velocity is determined; and an interface for outputting the time-based dynamic speed profile.

A route in the sense of the invention is a route to be covered or covered.

A distance-based speed profile according to the invention indicates the speed as a function of a distance traveled.

A static velocity profile in the sense of the invention is the name of an intermediate result of the method according to the invention. In particular, the static velocity profile does not account for acceleration or deceleration. A dynamized velocity profile in the sense of the invention is a further intermediate result or intermediate product of the process according to the invention. The dynamized velocity profile preferably does not consider positive accelerations.

A time-based speed profile according to the invention has a dependence of the speed on a route from the time, in particular a respective elapsed time since the start of the route.

A digital map according to the invention is a collection of data associated with geodesics, the data having at least information about any legal speed limits with respect to the geodesics. A digital map may in particular be a database. Preferably, a digital map has further information related to roads.

A simulation in the sense of the invention can be carried out on a test bench or purely model-based on a computer. Preferably, in a simulation, at least one component can also be operated on a test bench in a simulated mode and at least one other component can be operated model-based on a computer.

Output according to the invention means, in particular, the provision of data. This can preferably be done on a data interface and / or also on a user interface.

A means in the context of the invention may be formed by hardware and / or software technology, and in particular one, preferably digitally connected to a memory and / or bus system, in particular digital, processing unit, in particular microprocessor unit (CPU) and / or a or multiple programs or program modules. The CPU may be configured to execute instructions implemented as a program stored in a memory system, to capture input signals from a data bus, and / or to provide output signals to a data bus. A storage system may comprise one or more, in particular different, storage media, in particular different storage media, in particular optical, magnetic, solid and / or other non-volatile media. The program may be such that it embodying the methods described herein, the CPU may perform the steps of such methods and, in particular, may determine a value of a target relative to the robustness of at least one vehicle of a vehicle genre.

In particular, the invention is based on the approach of being able to study driving scenarios that are as realistic as possible in the development process of a motor vehicle as early as possible in order to obtain reliable results for a later real driving operation of the real motor vehicle. According to the invention, this is achieved by generating a velocity profile based on a real route.

This route can be determined in a digital map on the basis of a previously traveled by a motor vehicle route or also be determined by a user using a digital map.

A raw data set determined in this way, called the stretch-based static velocity profile according to the invention, is processed in further working steps in such a way that different boundary conditions or parameters relating to the motor vehicle, the respective driver and / or other occupants, the road conditions of the route, the respective weather conditions etc., be restricted.

In a processing phase of the raw data, a maximum target delay is taken into account. Furthermore, for acceleration phases an applied acceleration is calculated and taken into account in the velocity profile. Both the maximum target deceleration and the applied acceleration preferably depend on the respective driver type.

The result of the method according to the invention is a speed profile which realistically maps the movement of the motor vehicle on a real or as good as possible modeled artificial route. This speed profile can serve as the basis for a test cycle, which is used on a test bench or even in a purely model-based test of the motor vehicle and / or its components.

By means of this, referred to as time-based dynamic velocity profile according to the invention, velocity profiles can be used in various development stages of Development process of a motor vehicle early conformity of individual components or the entire motor vehicle to be tested. Hereby, a variety of real influences can be reproducibly displayed and, nevertheless, stochastic test conditions can be made possible by parameterizing these influences. This may be beneficial, especially with regard to checking RDE compliance.

This is not possible in a test in real road traffic due to lack of reproducibility and high costs and the then already reached late time or the development stage in the development process efficiently. In particular, a load spectrum of real-world testing is not known in advance and happens to be random except for a few fixed boundary conditions. In particular, influences such as traffic, weather, etc. make a reproducibility of tests in real road traffic almost impossible.

By means of the method according to the invention a test operation on test benches or model-based is made possible, which at least substantially corresponds to an operation in real road traffic. As a result, on the one hand, the discrepancies between test operation and later real operation at the customer are at least reduced. Furthermore, a number of development tasks may be postponed to the development process earlier or at an earlier stage of development. In particular, due to the continuing cost pressure and the greater variety of variants in the automotive industry, this is a great advantage. By means of the method according to the invention, the duration of real tests can be shortened considerably and thus ensure a time and cost-saving development process.

In an advantageous embodiment of the method remain for the distance-based static velocity profile after a traffic light more traffic lights in a defined range, preferably from about 100 m to 20 m, more preferably from about 80 m to 40 m and most preferably from about 60 m, in the determination the speed profile is disregarded. In this way it can preferably be prevented that traffic lights in the opposite direction to the direction of travel are misinterpreted as stopping points by the method.

In a further advantageous embodiment of the method according to the invention is a maximum speed for the distance-based static velocity profile driver-specific. As a result, different driver types or their behavior can be taken into account.

In a further advantageous embodiment of the method according to the invention, the magnitude of a reference of an acceleration value in a time step to an acceleration value in a preceding time step is less than a threshold value, the threshold value being determined as a function of the driving physics, the vehicle and / or by the driver. As a result, jerks in the longitudinal movement of a vehicle, which would not be tolerable, can be excluded from the speed profile.

In a further advantageous embodiment of the method according to the invention is for the dynamic velocity profile when speed jumps in the static velocity profile, starting from a mandatory minimum speed, the speed applied in the preceding route segments speed based on the respective present in the subsequent segment speed and a defined Standard target deceleration, in particular a maximum target deceleration, determines until the velocity applied in one of the preceding route segments reaches the value of the velocity profile in this route segment.

A speed jump in the sense of the invention is when a speed change within a defined distance is higher than a predetermined threshold value. This threshold is preferably as high as if the speed change were caused by the maximum target delay. Alternatively or additionally, there is a speed jump if the course of the static speed profile is not continuously differentiable.

A maximum nominal deceleration in the sense of the invention is preferably predetermined by the properties of the motor vehicle and / or the ambient conditions of the motor vehicle and / or the driver type.

Due to the structuring of the raw data originating from a digital map, the velocities of the static velocity profile correspond to the respective maximum velocity values given by a driver or by a legal speed limit. These speed values can change abruptly from one route segment to the next route segment. Of course this is not realistic. The aim of this advantageous embodiment is therefore to identify the actual braking points at which the driver begins to brake in order to reach the minimum speed to be reached in a certain route segment. In particular, according to the invention, it is determined from the minimum speed to be reached, for each preceding route segment, how the speed value had to be there, taking into account a standard target deceleration, until finally the value of the static velocity profile is reached. This results in a steady course of the velocity in the dynamic velocity profile from the velocity jump in the static velocity profile. In this case, preferably, an inclination and / or the loading of the motor vehicle present in the affected route segments can also be taken into account.

In an advantageous embodiment of the method according to the invention, this furthermore has the following working steps:

Determining a coasting speed profile, which takes into account a defined by the rolling behavior of the vehicle target deceleration to achieve, in particular binding, minimum speed of the static velocity profile.

The defined by the coasting behavior of the vehicle target deceleration in the context of the invention is that target deceleration, which is caused by driving style resistances of the motor vehicle itself and driving resistances of the motor vehicle with its environment. This can be considered both in the engaged state and in the disengaged state of the motor vehicle.

Accordingly, the device according to the invention in an advantageous embodiment, means for determining a coasting velocity profile, which takes into account a defined by the rolling behavior of the vehicle target deceleration to achieve, in particular binding, minimum velocity of the static velocity profile on.

In a further advantageous embodiment of the method according to the invention for the static velocity profile in the occurrence of Speed jumps in the static speed profile, starting from a, in particular binding, speed minimum determines the applied in the preceding route segments speeds on the basis of each present in the subsequent route segment speed and the deceleration defined by the deceleration behavior until the speed applied in one of the preceding route segments speed Value of the static velocity profile reached in this route segment. As described in relation to the maximum target deceleration, here as well, starting from a minimum velocity of the static velocity profile, a course of the velocity profile is determined taking into account the coasting behavior of the motor vehicle. In this case, preferably, an inclination and / or the loading of the motor vehicle present in the affected route segments can also be taken into account.

In a further advantageous embodiment, a course of the distance-dependent dynamized speed profile is determined driver-specifically between the course determined by means of the standard set deceleration and the course determined by means of the rollover behavior. Depending on the driver type, a predictive driving style can be taken into account.

In a further advantageous embodiment of the method according to the invention, the acceleration is set to a defined acceleration value, in particular less than or equal to a maximum desired acceleration, or a defined deceleration value, in particular greater than or equal to a defined standard deceleration, for the dynamic acceleration profile in one time step, if, at the route segment corresponding to this time step, the applied velocity is less than or greater than the value of the dynamized velocity profile. In this way it can be ensured that the dynamic velocity profile of the specification approaches the dynamic velocity profile until it is finally reached.

In a further advantageous embodiment of the method according to the invention, the defined acceleration value depends on the performance map of the motor vehicle. For this purpose, preferably the respective operating point of the drive of the motor vehicle is determined and determines the possible retrievable power. In a further advantageous embodiment of the method according to the invention, the defined acceleration value within a tolerance band is reduced by the dynamized velocity profile to a matching acceleration, which depends on the applied velocity in the respective time step. This takes into account that drivers generally, even before they reach a target speed slowly reduce the acceleration.

In a further advantageous embodiment of the method according to the invention, the maximum target acceleration is driver-specific. Preferably, a slope and / or a loading of the motor vehicle and / or an acceleration sensation of a driver on the mountain are taken into account for the maximum target acceleration.

In a further advantageous embodiment, a switching logic of the vehicle is taken into account for the time-based dynamic speed profile, which provides that when reaching a maximum speed of the engine upshifted and downshifted at a minimum speed of the engine, wherein in a vehicle with manual further defined a switching pause, preferably a second, is taken into account. As a result, the time-based dynamic speed profile can be made even more realistic.

In a further advantageous embodiment of the method according to the invention, the speed profile is determined on the basis of the set delay defined by the rolling behavior of the vehicle during the switching pause. The rolling behavior can be considered both in the uncoupled and in the disengaged state.

In a further advantageous embodiment, the method according to the invention also has the following working step:

Checking whether there is a speed jump in the static and / or dynamic speed profile in a first preceding route section representing a first predefined time period with respect to a respective time step, wherein, when a speed jump is detected, one by the coasting behavior of the one Vehicle defined target deceleration is selected as a defined delay value, and wherein the defined standard target deceleration is selected as a defined deceleration value when the applied speed in a time step and / or the corresponding route segment reaches the value of the static or dynamic speed profile.

A route section in the sense of the invention contains one or more route segments.

Also by this measure, the dynamic speed profile can be made realistic closer. Namely, the inventors have found that a driver first lets a vehicle roll out slightly before initiating a braking operation.

Accordingly, the device according to the invention in an advantageous embodiment, means for checking whether in a first route section lying ahead, which represents a first predefined period in relation to a respective time step, there is a speed jump in the static and / or dynamic velocity profile, wherein a speed jump is determined, a defined by the coasting behavior of the motor vehicle target deceleration is selected as a defined delay value, and wherein a defined standard target deceleration is selected as the defined deceleration value when the applied velocity in a time step and / or the corresponding route segment the value of static or dynamic velocity profile.

Check whether there is a speed jump in the static and / or dynamized speed profile in a second preceding route section representing a second predefined time period with respect to a respective time step, and if a speed hop is detected, "zero" is defined Delay value is selected, and wherein the second predefined period is preferably before the first predefined period.

Accordingly, the device according to the invention comprises means for checking whether there is a speed jump in the static and / or dynamized velocity profile in a preceding second predefined time period with respect to a respective time step, wherein if a speed jump is detected is chosen to be "zero" as a predefined delay value, and wherein the second predefined period is preferably before the first predefined time period.

This measure also serves to make the dynamic speed profile even more realistic. In particular, the human behavior established by the inventors is mapped, that is not changed directly from accelerating to coasting, but before the speed is kept constant. Preferably, the second predefined period is the same length as the first predefined period.

In a further advantageous embodiment of the method according to the invention, data points are read from the digital map for the distance-based static velocity profile and / or generated on the basis of the information from the digital map.

In a further advantageous embodiment of the method according to the invention, for the distance-based static speed profile of each curve, a maximum curve speed is assigned on the basis of at least one parameter from the following group:

• respective curve radius;

• respective curvature;

• a driver-specific parameter; and or

• a maximum lateral acceleration.

Preferably, curves having a radius greater than about 600 m are not treated as curves. Preferably, a minimum cornering speed of 20 km / h is also given if the curve radius falls below a defined value, preferably about 15 m.

In a further advantageous embodiment of the method according to the invention, a distance between the map points for determining the curve radius of the distance-based static velocity profile as a function of the angle between a straight line through a first and a second of read from the digital map map points and another straight through the second and formed a third of card points read from the digital map, wherein for angles less than about 45 °, preferably about 40 °, most preferably about 30 °, generated map points with a smaller distance, preferably about 3 m, more preferably about 2 m, most preferred about 1 m, and for larger angles map points with a greater distance, in particular the distance of read from the digital map Rohkartdatenpunkte is used.

The inventors have found that such a selection of the map points a real way of a motor vehicle can be simulated realistically by any curves. Preferably, the circle equation is used to calculate the curve radius.

In a further advantageous embodiment of the method according to the invention, the selected map points are connected to a trajectory of the motor vehicle, in particular by interpolation.

In a further advantageous embodiment of the method according to the invention, a maximum curve speed is calculated on the basis of the curve radius for the distance-based speed profile. In this case, human behavior when cornering, in particular driver-specific, is preferably taken into account. Further preferably, a maximum lateral acceleration is first calculated as an intermediate step. It is preferably taken into account that people accept higher lateral forces at low speeds than at high speeds.

In a further advantageous embodiment of the method according to the invention, the dynamic velocity profile is output as a time-based dynamic velocity profile. In this case, the generated speed profile is particularly well suited for the simulation of a, in particular real, driving on a route, since the dynamic speed profile can be traversed particularly well with the corresponding control variables of a test bench as a time sequence.

In a further advantageous embodiment of the method according to the invention, based on the dynamic velocity profile resolved in time steps, a distance-based dynamic velocity profile resolved into route segments is determined, which is output. In this case, the generated Speed profile particularly good for setting target speeds for driver assistance systems, in particular for predictive driving functions, since each route segment can be assigned a target speed.

A fifth aspect of the invention relates to a method for analyzing at least one component of a motor vehicle, wherein the at least one component or motor vehicle is subjected to a real or simulated test operation based on a time-based dynamic velocity profile, the time-based dynamic velocity profile being based on one in route segments In each time step, an applied acceleration is determined on the basis of the speed given by the distance-based velocity profile in a route segment which corresponds to the respective time step and the speed present in the time step ,

In an advantageous embodiment of the method according to the invention, the distance-based, in particular dynamized, speed profile is determined, starting from a distance-based static speed profile, taking into account a defined, in particular maximum, set delay for achieving, in particular binding, speed minima of the distance-based static speed profile.

In a further advantageous embodiment of the method according to the invention, the distance-based static speed profile for the route is determined on the basis of information from a digital map.

In a further advantageous embodiment of the method according to the invention, the dynamic velocity profile and / or the distance-based velocity profile, in particular the applied acceleration, and / or the distance-based static velocity profile, in particular the defined nominal delay, depend on one or more parameters.

In a further advantageous embodiment of the method according to the invention, one or more parameters are varied in order to analyze the at least one component or the motor vehicle. A sixth aspect of the invention relates to a method for guiding a motor vehicle by means of a driver assistance system, in particular for predictive driving functions, wherein target speeds for guiding the motor vehicle to a dynamic speed profile are determined, the dynamic speed profile starting from a distance-based, in particular dynamized, speed profile by dissolution wherein in each time step an applied acceleration is determined on the basis of the speed given by the distance-based speed profile in a route segment which corresponds to the respective time step and the speed present in the time step.

The methods according to the invention are in particular computer-aided or in particular computer-aided.

Features and advantages with respect to the first aspect of the invention apply to the further aspects of the invention correspondingly and vice versa.

Hereinafter, further features and advantages of the invention will be explained by means of embodiments with reference to the figures. Show it:

Fig. 1 is a Flussidagramm of an embodiment of the invention

Method according to the first aspect of the invention;

Fig. 2 is a static velocity profile according to an embodiment of the

Invention;

Fig. 3 is a diagram of the lateral acceleration tolerance of different types of drivers

4 shows a section of a dynamic velocity profile in the region of

Delay;

Fig. 5 shows a dynamic velocity profile in comparison with a measured one

Velocity profile;

Fig. 6 dynamic speed profiles for different types of drivers in

Comparison to measured velocity profiles; and Fig. 7 shows an embodiment of an inventive device for generating a dynamic velocity profile.

Fig. 1 shows a flowchart of a method according to the first aspect of the invention.

In a work step 101 a, 101 b of the data collection, the input, ie the raw data, generated for the subsequent steps. Geodesics of a particular route R are preferably required for this purpose. As a source for the geodesics of the route R can thereby real measurements of a test drive on the road 101a serve. Alternatively or additionally, however, it is also possible to generate geodesics on the computer on the basis of online maps 101 b. Advantageously, in this case the creation of a route R user-friendly with the help of a computer-based route planner with a digital map can be generated. Further preferably, this can be done by specifying fewer route points along a desired route R. Appropriate functionalities are known at the time of registration from various route planners, for example from Google Maps ^® . For example, OpenStreetMaps (OSM) can be used as a digital map. Other cards from other providers are also applicable.

After the creation of the route R and / or the reading of the geodesics on the basis of a real test drive, a processing of the route data based on information from the digital map is carried out in step 102.

For this purpose, the geodesics of Route R gather information such as the topological and topographical data, legal speed limits and the position of traffic signals. Preferably, this information is available directly in the digital map, which preferably uses a database or is itself a database. For example, there is a separate database server for the digital map OpenStreetMaps, from which the corresponding information can be retrieved. Preferably, this information is automatically extracted on the basis of the specified route R.

The actual route data, which are extracted from the digital map after setting the route R, preferably consist of a sequence of map points. In general, such map points are stored in the digital maps. This route data is transformed into a coordinate system (in particular X, Y, Z) using the information from the digital map, preferably starting from the longitude and latitude of the map points. Furthermore, the route R is preferably interpolated on the basis of the map points taken from the digital map, and in particular on the basis of this interpolation further map points are formed, which have a defined distance from one another. Preferably, this distance of the generated map points is less than that of the map points, which were taken from the map. Preferably, the distance is about 2 m. Furthermore, the raw route data taken from the digital map are preferably smoothed with a filter to eliminate discontinuities in the height data.

In order to be able to calculate a maximum curve speed, the curvature or the curve radius in the curves of the route R is preferably calculated. In order to be able to determine a realistic route course, it is expedient to use map points with different distances for different direction changes for the interpolation of the route R.

For this purpose, the angle of the change in direction between successive map points of the map points originally taken from the digital map is preferably determined. If this angle falls below a threshold value, preferably less than approximately 45 °, preferably less than approximately 40 °, and most preferably less than approximately 30 °, the previously formed further map points are used with a smaller spacing for the interpolation in the curve. Otherwise, the map points are used at a greater distance for interpolation in the curves.

At traffic lights or traffic lights, which will be stopped later, a speed of 0 km / h is specified. Preferably, each traffic signal system is set to a length of 4 m or two distance steps between three generated map points. Since light signal systems in the digital maps are usually not addressed, after a traffic light signal in the direction of travel of the route R, all other traffic light systems are preferably ignored on a defined following distance, so as not to misinterpret light signal systems from the opposite direction as possible stopping points. Such a subsequent distance is preferably about 60 m. Regardless of whether a route R is generated on the basis of a digital map or generated on the basis of a real measurement run, predefined speeds can preferably be overwritten by the existing speed limits along the route and, as shown in FIG. 2, be replaced by speeds. which are predetermined by, in particular sections, traffic conditions or traffic influences. For example, in one embodiment, the traffic conditions free travel, medium traffic and heavy traffic can be selected. In this way, realistic traffic scenarios, for example at rush hour traffic, can be taken into account in the static speed profile.

To simulate traffic influences, there are various approaches. Preferably, a relatively simple model is used for determining the static velocity profile, which leads to the partial reduction of the velocity values in the individual route segments. Preferably, the frequency and amplitude of the traffic influence depends on the speed extracted from the digital map and the traffic intensity. The frequency of the traffic influence decreases with increasing speed and traffic intensity, whereas its amplitude preferably increases.

The result of processing the route data is a route-based static speed profile of the route R resolved into route segments. The individual route segments are preferably assigned a curvature, a gradient, a speed value based on legal speed limits and possibly the traffic volume and any breakpoints by traffic lights. Preferably, the speed values of the route segments can also be limited by specifying cornering speeds.

Such a distance-based static speed profile for a route in a digital map is shown in FIG. As can be seen from the speed profile, speed changes, for example by a change in the legal speed limit or a specification for stopping at a traffic signal system, realized by speed jumps. In the shaded areas, the static velocity profile also took two different traffic scenarios into account. In a next step of the pre-calculation 103, a distance-based dynamic velocity profile is calculated, based on the distance-based static velocity profile. For this purpose, the route-based speed values of the route segments are limited by further boundary conditions.

Preferably, first a maximum curve speed is determined in each curve. Preferably, this maximum speed is calculated using a model for simulating human behavior when cornering.

For this purpose preferably the following equation is used: v = a k ^■ ^{^1/3}

v Speed a Driver dependent parameter k Curvature

This equation requires only the curvature k and the driver-dependent parameter a as input parameters. With the parameter α, a tolerance of the lateral dynamics of a respective driver type can be changed. The parameter α also influences the maximum lateral acceleration (see "On the human control of vehicles: an experimental study of acceleration", Paolo Bosetti, Mauro Da Lio, Andrea Saroldi, Eur. Transp. Res. Rev. (2014) 6: In this way, it can be considered that people generally accept higher lateral forces at lower speeds than at high speeds.

Corresponding dependencies between tolerable lateral acceleration and speed for a given curve radius r or a curvature 1 / r and different values of the parameter α are shown in FIG.

Preferably curves with a radius of over 600 m are not taken into account, because they are perceived as motorway-like curves. Furthermore, a minimum curve speed is preferably predetermined. Preferably, this is about 20 km / h from a radius r of less than 15 m. Furthermore, the dynamized speed profile preferably takes into account the need to brake in time. In order to find suitable braking points against break-ins in the static velocity profile, that is to say negative speed jumps, at which a maximum target deceleration, which may be motor vehicle-dependent and / or driver-type-dependent, has to be braked, the static velocity profile is preferred searched backwards for positive speed jumps in this direction 102a, 102b; 103a, 103b. If such a speed jump occurs, the speed value in each route segment i is calculated from the speed minimum of the respective speed jump or the previous route segment i-1 using the following equation:

V, = ^v \ - _\ + 2 · As · a

V, speed in the route segment i Vi-i speed in the route segment i-1

As distance between two route segments, in particular between the centers of two route segments a standard target delay, in particular a maximum target delay

The route-based assignment of speed values to the route R, which takes into account these speed values, forms the route-dependent dynamized speed profile.

In order to simulate the deceleration behavior of real drivers, in addition to the deceleration curve, a dynamized velocity profile is calculated, which would be set if the driver simply rolls out the motor vehicle when negative velocity jumps occur in the static velocity profile. Preferably, in this case, the delay is used from the sum of the forces of the driving resistances in the engaged state. Alternatively, it is also possible to perform this calculation in the disengaged state.

Depending on the driver type, a combination of coasting and active deceleration will then be applied if the current speed is between one Target speed of the dynamic speed profile and a coasting speed is.

If there is no speed jump or change in speed over a longer route section, then the speed in the dynamized speed profile is preferably provided with a sinusoidal oscillation course in order to give this speed preset in the speed profile a certain driving dynamics.

The work step of the prediction 103 is followed by a simulation based on a driver type and a motor vehicle in a further work step 104.

In this step 104, preferably a performance or the performance map of the respectively parameterized motor vehicle, in particular by means of a motor vehicle model, and the respectively parameterized driver type, in particular by means of a driver model, are taken into account in a calculation or simulation.

In this case, the speed is preferably not calculated as a function of the distance traveled, but is temporally resolved. Starting from the starting point of the route R, the speed is calculated from a time-step-by-step acceleration determined by means of a model taking into account a target speed, which is specified by the dynamized speed profile. In this case, there are preferably boundary conditions for the respective acceleration, which additionally limit their value in the respective time step.

For each time step, therefore, an acceleration is determined with which the motor vehicle is accelerated in this respective time step. For this purpose, the particular route segment which corresponds to the respective time step is preferably also determined in each case.

The acceleration desired by the driver model, which is parameterized to a driver type, first depends on whether the applied speed in the respective time step is within or outside one of the target speed, ie the value of the dynamized velocity profile in the route segment i which corresponds to the time step , lies. Is the applied speed outside Depending on whether the target speed is exceeded or undershot, an acceleration case or a deceleration case occurs and the simulation attempts to reach the target speed within a given boundary condition for the acceleration with a defined acceleration value or a defined standard target deceleration. In this case, the defined acceleration value or the standard target deceleration is limited by a parameterized maximum target acceleration and preferably also speed-dependent by a limit value for the product of the applied speed and the applied acceleration (v, · a).

As soon as the applied speed reaches the tolerance band or is within the tolerance band, the acceleration in the time step is selected such that the applied speed asymptotically approaches the target value of the dynamized velocity profile in the route segment i corresponding to the time step.

Preferably, the following equations are used for the equalization acceleration to be calculated:

_ (Vziel-V (t)).

" ^■ equals _n , ^α \ ν

"l ^v target ^v Tol down)) or

_ (Vziel-V (t)).

O-matching _(Vziel -v _{Tol up} ^D W

Where: a _at gieic Angleichbeschleunigung in the tolerance band v _Z iei target velocity v (t) applied speed

VT _O I down lowest speed value of the tolerance band

VT _O I highest speed value of the tolerance band a (t) defined target deceleration or standard target acceleration In addition to the driver but also the motor vehicle comes as limiting boundary condition for acceleration in question. Therefore, the load on the engine is preferably calculated in each time step, in order to limit the acceleration of the motor vehicle due to the engine power, that is to say of the engine map.

Furthermore, it is preferably considered in the driver model that some driver types reduce the acceleration on inclines. For this purpose, first of all the downgrade force in the respective route segment corresponding to the time step is calculated, and the resulting downhill acceleration is deducted from the standard target acceleration predetermined by the driver model. However, this is preferably applied only at applied speeds outside the tolerance band.

In addition, with all driver types, a so-called foresight can be implemented in the respective driver model. Depending on the driver type, different forecast times are given. From such a look-ahead time results, together with the speed applied in the respective time step, a range of route segments up to which the respective driver model looks ahead.

On the basis of this, it is checked on the one hand, in the distance of the preferably double area, whether the speed present in the current time step is higher than the target speeds of the dynamic speed profile predetermined in the double range. If this is the case, the acceleration is initially set to "zero" for the further time steps.

On the other hand, it is further checked whether a coasting speed curve, starting from the speed applied in the current time step, would cut the dynamized speed profile, which represents a braking curve in this area. If this is the case, a coasting is started, that is, a coasting speed curve, based on the applied speed applied.

Only at the intersection of this coasting velocity curve with the dynamic velocity profile, which means when cutting with the actual braking curve, is applied to apply the defined deceleration, then the follow the dynamic speed profile until it reaches the speed minimum caused by the braking maneuver.

This type of look-ahead is intended to reflect the behavior of many drivers, not to increase the speed before predictable braking maneuvers, then a certain time in overrun or alternatively also in sail operation, that is engaged or disengaged, without active braking, to delay and late with to start the active braking.

Such behavior in case of a delay considering a look-ahead is shown in FIG.

Overall, five graphs are shown in FIG. 4. In the marked distance range, these are from bottom to top:

The lowermost graph concerns the progression when the minimum speed should be reached by idling alone.

The second lowest graph relates to the history of a time-based dynamic velocity profile according to the invention.

The third lowest graph relates to the lower part of the tolerance band around the distance-based static speed profile, which specifies the target speed.

The fourth lowest graph relates to the inventive stretch-based static velocity profile.

The uppermost graph concerns the upper edge of the tolerance band around the distance-based static velocity profile, which dictates the target velocity.

The time-based dynamic velocity profile first increases in the section before the marked area from a minimum. This acceleration range is determined by a defined acceleration value, in particular less than or equal to a maximum target acceleration. For this reason, the speed here can not be made dynamic to the track-based Speed profile, the increase of which at this point is caused by a change in the statutory speed limit.

With the beginning of the marked area, the look-ahead function of the method according to the invention begins. Here, it is first assumed that a driver, as explained above, would initially move from the acceleration to a state of constant speed.

Furthermore, it is assumed that the driver would then roll out the vehicle for a certain time thereafter, which explains the parallel course of the time-based dynamic speed profile after the marked area. In this area, the time-based dynamic velocity profile is approximately parallel to the bottom graph, the coasting graph.

Finally, if the time-based dynamic velocity profile reaches the stretch-based dynamized velocity profile or target velocity, then it is assumed that the driver, as in the calculation of the stretch-based dynamized velocity profile, brakes with the defined standard target deceleration, in particular a maximum target deceleration, until he Vehicle has returned to the speed of the particular binding minimum speed in the right section of the diagram.

An active braking with implemented look-ahead according to the method according to the invention is therefore carried out only in the last third of a necessary speed reduction.

Preferably, the acceleration in the distance-based dynamized velocity profile is also limited by a limitation of the acceleration, which depends on the respective driver type. This ensures that an acceleration change per unit time, in particular per second, does not exceed a predetermined limit. In this way, the stretch-based dynamic velocity profile is smoothed and preferably has limited jerks. This is crucial for the transferability of the generated cycles or their proximity to reality.

The vehicle model underlying the time-based dynamic speed profile is preferably defined as point mass. This will be additional to resistance and resistance to resistance forces of the rolling curve imprinted, in the engaged or disengaged state.

Preferably, in the time-based dynamic speed profile underlying vehicle model (in an automatic) or driver model (in a manual transmission), a switching logic is implemented.

Further preferably, such a switching logic is dependent on predetermined minimum speeds and maximum speeds and the available engine torque in the current operation. If these limits are exceeded, if available, in the corresponding next higher or next lower gear is switched.

Preferably, the speed in the next higher and next lower gear is calculated in parallel. If no acceleration is expected in the following five seconds and the speed in the next higher gear is greater than the minimum speed for switching in constant-speed mode, the system switches up. If acceleration is present in the same time and the speed in the next lower gear is lower than the maximum speed for shifting in acceleration, the next lower gear is selected.

In addition, it is preferably then switched to the lower gear when no sufficient torque reserve is present, even if there is no acceleration.

Preferably, for the simulation of automatic transmissions, the switching logic of the corresponding transmission can be adopted in the vehicle model to calculate the time-based dynamic velocity profile.

In the case of manual transmissions, it is also preferable to provide a switching pause, in particular of approximately one second, during switching.

In phases without traffic and line curvature, the time-based dynamic speed profile can be superimposed on a simplified control behavior. In this way, the speed over such a route area or a period of time is not constant all the time, which better reflects the conditions during a real journey. Preferably, this is at a constant Speed setting superimposed on the target speed by means of a sine function, wherein the amplitude and the frequency further preferably depends on the speed setting of the time-based dynamic speed profile. At lower speeds the amplitude is low and the frequency is high and vice versa.

The dynamic velocity profile is preferably output in a further working step 105, preferably at a data interface and / or a user interface.

In order to additionally estimate an estimate of the relevance of a route R with regard to the RDE legislation, a C0 ₂ characteristic can be stored for the respective vehicle under consideration. This so-called V-line is preferably generated from the measurement data of a WLTC (Worldwide Harmonized Light Vehicles Test Cycle). From this, the C0 ₂ output can be determined for a predetermined power. This allows, as in a real test drive, a PEMS data post-processing can be applied and a simulated test drive therefore be checked for RDE compliance.

Parameters of the vehicle model are preferably the total vehicle mass, parameters for the rolling resistance, the full load curve of the motor vehicle, the gear ratio, the differential ratio, the tire dimension and / or the V-line. Driver parameters of the driver model are preferably the maximum target acceleration, a standard target deceleration, a maximum jerk, ie a maximum acceleration change per unit time, a driver-specific maximum speed and a value for the parameter a, which characterizes the permissible cornering speed. As a rule, these parameters are easy to research, so that the parameterization of a dynamic velocity profile according to the invention is particularly simple. Preferably, no detailed model parameters are necessary. Particularly preferred only parameters are needed, which can be found on the Internet.

The driver model, which is based on the time-based dynamic speed profile, preferably has three driver types, driver types A, B and C, which have different boundary conditions, in particular with regard to vehicle dynamics provide by different parameterization. There are also other types of drivers possible.

FIG. 5 shows, for a route R defined on a digital map, see FIG. 5 at the top left, a time-based dynamic velocity profile determined by the method according to the invention, see solid line. For comparison, the speed range around the time-based dynamic speed profile shows the bandwidth of the speed from several real test drives on the real route R.

The time-based dynamic velocity profile generated by means of the method according to the invention lies largely within the scatter band generated by means of measuring runs. In addition, the absolute values of the calculated dynamic speed profile with driver type B are in similar ranges to the average speed of the real test drives.

As already explained, the sinusoidal oscillations of the dynamic velocity profile in the area of the motorway speed have been deliberately superimposed in order to realize a certain driving dynamics despite permanently constant speed specifications on the distance-based dynamized speed profile and, moreover, in a simple manner a regulating behavior of humans when adjusting constant speeds to simulate.

FIG. 6 shows an enlarged section of the velocity profile from FIG. 5 again. At a distance of 33,000 m, the individual graphs from bottom to top are as follows:

The bottom graph relates to a time-based dynamic speed profile for a driver type A.

The second lowest graph relates to a mean measured velocity for a plurality of real measurement runs whose scatter band is marked around this average velocity.

The third lowest graph relates to a time-based dynamic speed profile for a driver type B. The fourth lowest graph relates to a time-based dynamic speed profile for a driver type C.

The uppermost graph relates to the legal speed limit in the illustrated route section.

It is clear from the diagram that the curve speed calculated by means of the method according to the invention for the different driver types has a significantly lower speed than the statutory speed limit. The driver type parameter with the values A, B and C covers the range of the actual driver's cornering speed in these areas. In this case, the position of a cursor C (vertical line in the diagram) in conjunction with a circle P on the digital map, where the motor vehicle is currently on the route R shows.

Deviations of the time-based dynamic speed profiles of the individual driver types compared to the test drives are due in particular to the fact that no disturbances due to traffic were taken into account in the method underlying FIG. 6.

In the acceleration and deceleration behavior, the higher dynamics of the driver type C can be seen and also that the driver type A starts earliest with the described coasting behavior, if it is clear in its look-ahead period or range that a deceleration towards a speed minimum becomes necessary.

A device for generating a dynamic speed profile 1 shown in FIG. 7 preferably has means 2 for determining a distance-based static speed profile for the route R on the basis of information from a digital map, means 3 for determining, based on the distance-based static speed profile means for determining, based on the distance-based dynamized velocity profile, a time-based dynamic velocity profile, wherein there is an applied acceleration in each time step the basis of the speed profile predetermined speed in a route segment, which corresponds to the respective time step, and the speed indicated in the time step is determined, and an interface 5 for outputting the time-based dynamic speed profile. The individual means 2 to 5 are preferably connected by data connection. Furthermore, the device 1 preferably has a further interface in order to read in information from a digital map and / or to read in the route R. The interfaces here are preferably data interfaces and / or user interfaces.

In another exemplary embodiment, the dynamic speed profile is used to guide a motor vehicle by means of a driver assistance system, in particular for predictive driving functions.

In this case, on the basis of the dynamic speed profile, target speeds for guiding the motor vehicle on a specific route R are determined.

The route R is preferably determined here as a so-called MostProbablePath 101 b. This indicates the route which the driver assistance system, in particular an adaptive cruise control (ACC), selects with high probability when driving the vehicle. This determined or calculated path is made as a quasi-known route to the basis of the determination of the dynamic velocity profile.

Accordingly, for this route R, the method also determines a distance-based dynamic speed profile resolved in route segments. This stretch-based dynamic velocity profile specifies a target velocity for each route segment. Preferably, this target speed then serves as the output speed for a cruise control of the driver assistance system.

The embodiments described above are merely examples that are not intended to limit the scope, application, and structure of the methods and apparatus of the invention in any way. Rather, the expert is given by the preceding description, a guide for the implementation of at least one embodiment, wherein various Changes, in particular with regard to the function and arrangement of the components described, can be made without departing from the scope of protection, as it results from the claims and their equivalent combinations of features.

Claims

claims

Method (100) for generating a dynamic speed profile of a vehicle which is suitable for simulating a, in particular real, driving operation on a route or is suitable for specifying desired speeds for driver assistance systems, in particular for predictive driving functions, comprising the following working steps:

Determining (102) a route-based static speed profile for the route resolved in route segments based on information from a digital map;

Determining (103), on the basis of the distance-based static speed profile, of a distance-based dynamized speed profile which takes into account a defined, in particular maximum, setpoint delay for achieving, in particular binding, speed minima of the distance-based static speed profile;

• determining (104), based on the distance-based dynamized velocity profile, a time-resolved, in particular time-based, dynamic velocity profile, wherein in each time step an applied acceleration based on the velocity given by the dynamized velocity profile in a route segment corresponding to the respective time step , and the speed applied in the time step is determined; and

• Outputting (105) the dynamic velocity profile.

Method (100) according to claim 1, wherein for the distance-based static velocity profile after a traffic light further traffic lights in a defined range, preferably from about 100 m to 20 m, more preferably from about 80 m to 40 m and most preferably from about 60 m at Disregard the determination of the velocity profile.

Method (100) according to claim 1 or 2, wherein for the distance-based static speed profile a maximum speed is driver-specific. Method (100) according to one of claims 1 to 3, wherein the amount of a difference of an acceleration value in a time step to an acceleration value in a preceding time step is less than a threshold value, the threshold value being dependent on the physics of the vehicle, the vehicle and / or a Driver is determined.

Method (100) according to one of claims 1 to 4, wherein for the dynamized velocity profile when velocity jumps occur in the static velocity profile starting from a, in particular binding, speed minimum, the speed applied in the preceding route segments on the basis of each in the subsequent The speed applied to the route segment and a defined standard set delay, in particular a maximum set delay, is determined until the speed applied in one of the preceding route segments reaches the value of the static speed profile in this route segment.

Method (100) according to claim 5, wherein the standard target deceleration is between a maximum nominal deceleration and a coasting deceleration defined by the coasting behavior of the vehicle and in particular is driver-dependent.

The method (100) of any one of claims 1 to 6, further comprising the following operation:

Determining a coasting speed profile, which takes into account a defined by the rolling behavior of the motor vehicle target deceleration to achieve, in particular binding, minimum speed of the static velocity profile.

Method (100) according to one of claims 1 to 7, wherein for the dynamized speed profile when speed jumps occur in the static speed profile, starting from a, in particular binding, speed minimum applied in the preceding route segments speeds based on the respective The speed applied to the subsequent route segment and the setpoint deceleration defined by the coasting behavior of the motor vehicle are determined until the speed applied in one of the preceding route segments reaches the value of the static speed profile in this route segment.

9. Method (100) according to claim 5, wherein a course of the distance-dependent, dynamized velocity profile is determined driver-specifically between the course determined by means of the standard target deceleration and the profile determined by means of the coasting behavior.

10. Method (100) according to claim 1, wherein for the dynamic acceleration profile in a time step, the acceleration to a defined acceleration value, in particular less than or equal to a maximum desired acceleration, or a defined deceleration value, in particular greater than or equal to a defined standard Target deceleration is set if, at the route segment which corresponds to this time step, the applied velocity is less than or greater than the value of the dynamized velocity profile.

1 1. The method (100) according to claim 10, wherein the defined acceleration value depends on the performance map of the motor vehicle.

12. The method of claim 10, wherein the defined acceleration value within a tolerance band around the dynamized velocity profile is reduced to an aligning acceleration, which depends on the applied velocity in the respective time step.

13. The method (100) according to claim 10, wherein the maximum nominal acceleration is driver-specific.

14. Method (100) according to claim 1, wherein a shift logic of the motor vehicle is taken into account for the time-based dynamic speed profile, which provides that upon reaching a maximum speed the engine is switched up and downshifted at a minimum speed of the engine, wherein in a motor vehicle with manual transmission preferably further includes a defined switching pause, in particular about 1 s, is taken into account.

15. Method (100) according to claim 14, wherein the speed profile is determined on the basis of the setpoint deceleration defined by the coasting behavior of the motor vehicle during the shifting pause.

The method (100) of any of claims 1 to 15, further comprising the step of:

Checking (102b; 103b) whether there is a speed jump in the static or dynamic speed profile in a first preceding route section representing a first predefined time period with respect to a respective time step,

wherein, when a speed jump is detected, a defined by the coasting behavior of the motor vehicle target deceleration is selected as a defined delay value, and

wherein a defined standard target deceleration is selected as a defined deceleration value if the applied velocity in a time step and / or the corresponding route segment reaches the value of the static or dynamized velocity profile.

17. The method of claim 16, further comprising the step of:

Checking (102a, 103a) whether there is a speed jump in the static and / or dynamized velocity profile in a second preceding route segment, which represents a second predefined period in relation to a respective time step,

wherein, when a speed jump is detected, "zero" is selected as the defined delay value, and

the second predefined time period being before the first predefined time period.

The method (100) of any one of claims 1 to 17, wherein for the distance-based static or dynamized velocity profile of each curve a maximum curve velocity is assigned based on at least one parameter from the following group:

• respective curve radius (r)

• respective curvature (1 / r)

• a driver-specific parameter and / or

• a maximum lateral acceleration.

The method (100) of any one of claims 1 to 18, wherein for the distance-based static velocity profile, map points are read from the digital map and / or generated based on the information from the digital map.

20. The method of claim 19, wherein a distance between the map points for determining the radius of curvature of the distance-based static velocity profile depends on the angle between a straight line through a first and a second map point read from the digital map and another Straight lines are formed by the second and a third of boarded from the digital map map points, for angles less than about 45 °, preferably less than about 40 °, most preferably less than about 30 °, generated map points with a smaller distance, preferably about 3 m, more preferably about 2 m, most preferably about 1 m, and for larger angle map points are selected with a greater distance, in particular the distance of read from the digital map raw data map points.

The method (100) of claim 20, further comprising the step of:

Connecting the selected map points to a trajectory of the motor vehicle (for simulation), in particular by interpolation.

22. Method (100) according to one of claims 1 to 21, wherein the dynamic velocity profile is output as a time-based dynamic velocity profile.

23. Method (100) according to one of claims 1 to 21, wherein, based on the dynamic velocity profile resolved in time steps, a distance-based dynamic velocity profile resolved into route segments is determined, which is output.

24. A method for analyzing at least one component of a motor vehicle, wherein the at least one component or the motor vehicle is subjected to a real or simulated test operation on the basis of a, in particular time-based, dynamic speed profile,

wherein the dynamic velocity profile is determined from a distance-based, in particular dynamized, velocity profile by resolution in time steps, wherein in each time step an applied acceleration based on the velocity given by the distance-based velocity profile in a route segment corresponding to the respective time step, and in The speed applied to the time step is determined, in particular by means of a method according to one of the preceding claims.

25. A method for guiding a motor vehicle by means of a driver assistance system, in particular for predictive driving functions, wherein target speeds for guiding the motor vehicle are determined according to a dynamic speed profile,

wherein the dynamic velocity profile is determined from a distance-based, in particular dynamized, velocity profile by dissolving in time steps, wherein in each time step an applied acceleration based on the velocity given by the distance-based velocity profile in a route segment corresponding to the respective time step and in the Time step adjoining speed is determined, in particular by means of a method according to one of claims 1 to 21.

26. The method according to claim 24 or 25, wherein the distance-based, in particular dynamized, speed profile based on a distance-based Static speed profile is determined, with a defined, in particular maximum, target deceleration to achieve, in particular binding, speed minima of the distance-based static

Speed profile is taken into account.

27. The method of claim 26, wherein the distance-based static speed profile for the route is determined based on information from a digital map.

28. The method according to any one of claims 24 to 27, wherein the dynamic velocity profile and / or the distance-based velocity profile, in particular the applied acceleration, and / or the distance-based static velocity profile, in particular the defined target delay, depend on one or more parameters.

29. The method of claim 28, wherein the one or more parameters are varied to analyze the at least one component or the motor vehicle.

A computer program having instructions which, when executed by a computer, cause it to perform the steps of a method according to any one of claims 1 to 29.

31. Computer-readable medium on which a computer program according to claim 30 is stored.

32. Device (1) for generating a dynamic speed profile of a vehicle, which is suitable for simulating a, in particular real, driving operation on a route or is suitable for specifying desired speeds for driver assistance systems, in particular for predictive driving functions, comprising:

Means (2) for determining a route-based static speed profile for the route resolved in route segments based on information from a digital map; Means (3) for determining, on the basis of the distance-based static speed profile, a distance-based dynamized speed profile which takes into account a defined maximum set deceleration for achieving, in particular binding, speed minima of the distance-based static speed profile;

Means (4) for determining, on the basis of the distance-based dynamized velocity profile, a time-resolved, in particular time-based, dynamic velocity profile, wherein in each time step an applied acceleration based on the velocity profile given by the velocity profile in a route segment corresponding to the respective time step , and the speed applied in the time step is determined; and an interface (5) for outputting the dynamic velocity profile.