CN118358571A

CN118358571A - Method for (partially) automated change of driving speed and vehicle control device

Info

Publication number: CN118358571A
Application number: CN202311363175.4A
Authority: CN
Inventors: A·科陶厄尔; A·舒尔茨; C·马尔贝格尔; H·奥托; H-J·比格; M·舒尔茨; P·阿尔特; S·E·霍恩
Original assignee: Robert Bosch GmbH
Current assignee: Robert Bosch GmbH
Priority date: 2022-10-19
Filing date: 2023-10-19
Publication date: 2024-07-19
Also published as: DE102022211075A1

Abstract

The invention relates to a method (10) for (partially) automatically changing the driving speed of a vehicle (38) by means of at least one acceleration which changes the driving speed of the vehicle (38), comprising a first changing step (12), in which the acceleration is automatically changed by means of at least one first acceleration gradient (14), a second, temporally subsequent changing step (16), in which the acceleration is automatically changed by means of at least one second acceleration gradient (18) which is different from the first acceleration gradient (14), and a first adjusting step (20), which is located temporally between the first and second changing steps (12, 16), in which the acceleration is automatically adjusted temporally at least in sections to at least one first minimum acceleration (22) which is predefined in terms of magnitude. The invention further relates to a vehicle control device (36).

Description

Method for (partially) automated change of driving speed and vehicle control device

Technical Field

The invention relates to a method for (partially) automated driving speed change. The present invention also relates to a vehicle control device.

Background

DE 10 2020 203 630 A1 describes a method for adjusting the safety distance of a vehicle from a vehicle in front. Here, the vehicle is automatically braked according to a speed difference between the vehicle and the preceding vehicle.

Non-driver vehicle occupants are subjected to a variety of motor stimuli in road traffic that may lead to reduced comfort and discomfort due to their unpredictability or personal special conditions. The farther the passenger is from the driving situation, for example due to the use of a mobile device. Furthermore, in (partly) automatic driving at a higher level of automation, the driver switches into the passive role of the passenger. Thus, non-driving activities accompanied by visual deviations from the surroundings of the vehicle play an increasingly important role.

A basic premise for comfortable (partially) autopilot is a driving behavior characterized by small accelerations and acceleration variations. The force acting on the occupant is correspondingly reduced and driving is considered pleasant. In current partially automatic and highly automatic driving functions, non-predictive and natural driving patterns and lack of transparency automation are criticized, which is often accompanied by negative impact on system confidence. Poor subjective assessment of driving behavior leads to limited comfort and even to motion sickness (motion sickness).

Disclosure of Invention

According to the invention, a method for (partially) automated driving speed change is proposed.

Thus, the (partially) automated change of the driving speed can be performed in particular in a subjective, pleasant, comfortable and predictable manner. The probability of occurrence of motion sickness of a vehicle occupant is reduced, and the comfort of traveling with a vehicle is improved.

The influence of incorrect operation of the vehicle by the driver can be reduced. Examples: a vehicle with a driver is parked near a wall while in a parking lot. If the driver steps too hard on the accelerator pedal, a collision results. In contrast, the method according to the invention temporarily presets an acceleration request with a very small acceleration or acceleration gradient, so that the driver can anticipate and intervene in the vehicle response.

The change in the driving speed can be applied to adapt the distance, in particular the distance from the vehicle in front, when the cruise function and/or the turning speed are changed.

The method may be applied during a driving operation of the vehicle. The (partially) automated change of the travel speed may automatically change the travel speed by a negative acceleration or a positive acceleration. The running speed of the vehicle increases at positive acceleration and/or the running speed of the vehicle decreases at negative acceleration, i.e. the vehicle brakes.

For example, at an increase in speed, the first change step and the first adjustment step with low target acceleration act as signals to the passengers that a stronger acceleration is imminent, in particular at start-up, whereby the acceleration maneuver can be better predicted and estimated and thus evaluated as less uncomfortable. This acceleration behavior according to the proposed method is natural or familiar to many people, in particular at start-up, since a manual start-up by means of an automatic transmission leads to a similar vehicle behavior, in particular first releasing the brake pedal, then starting up the acceleration and then making a manual acceleration request by actuating the accelerator pedal.

The method is used, for example, when performing distance adjustment, in particular when performing adaptive cruise control, when performing speed adaptation, for example in connection with traffic signs, in particular in connection with speed limiting, curve walking and/or curve steering. A natural and transparent driving pattern can thereby be created. For example, in the case of a relative speed between the vehicle and the vehicle traveling ahead, the first change step can already be started when the distance is large, and a natural behavior corresponding to the forward motion given by the accelerator pedal can be reflected before the main deceleration is started when the distance from the vehicle ahead is reduced by means of the second change step.

Furthermore, the user can be better compensated for the unsafe conditions. If the vehicle, mainly the inserted vehicle, is now often reacted late and correspondingly strongly, valuable time and the required distance for a more comfortable reaction can be gained by the first weakening phase of the deceleration maneuver with the first change step and the first adjustment step. Even introducing the first changing step with a reduced object probability/cut-in probability will not cause disturbance to the occupant because the deceleration is small.

The vehicle may be a vehicle that can be (partly) automatically, partly autonomously or autonomously controlled. The vehicle may be a motor vehicle, a truck or a two-wheeled vehicle. The vehicle may accommodate at least one person, in particular a driver. The vehicle may be an electric vehicle.

The acceleration gradient may be a jerk (Ruck). The first and second acceleration gradients may be positive or negative. Positive acceleration gradients lead to an increase in magnitude of acceleration in the case of positive acceleration and a decrease in magnitude of acceleration in the case of negative acceleration. A negative acceleration gradient causes an acceleration (deceleration) to increase in magnitude in the case of a negative acceleration, and causes an acceleration to decrease in magnitude in the case of a positive acceleration.

The first and/or second modification step may have more than one, preferably more than two acceleration gradients.

The first minimum acceleration may be predefined in terms of magnitude as a function of the driving speed and/or as a function of a predefined duration of the first adjustment step.

In a preferred embodiment of the invention, the second adjustment step is advantageously followed in time by a second change step, in which the acceleration is adjusted in time at least in sections to at least one second minimum acceleration predefined in terms of magnitude. The second minimum acceleration may be less than, equal to, or greater than the first minimum acceleration. The second minimum acceleration may be predefined in terms of magnitude as a function of the driving speed and/or as a function of a predefined time period of the second adjustment step.

Furthermore, the first and/or second minimum acceleration can be predefined as a function of context-dependent external variables, in particular the distance/time from the vehicle in front, the weather conditions, the lane friction coefficient and/or the lane inclination or curvature.

A preferred configuration of the invention is advantageous in which the second adjustment step is followed in time by the second modification step. In this way, a desired change in the speed of travel can be performed within a predefined period of time.

In a preferred embodiment of the invention, it is advantageous if the first adjustment step lasts for a predefined first period of time and the second adjustment step lasts for a second period of time. The first period of time may be shorter, equal, or longer in time than the second period of time.

In a preferred embodiment of the invention, it is provided that the second time period is not predefined if the method ends directly after the second adjustment step. In this way, the time required for the desired change of the travel speed to the predefined target value of the travel speed can be followed in the second adjustment step.

In a particular embodiment of the invention, it is advantageous to carry out a third change step in which the acceleration is automatically changed with at least one third acceleration gradient having a different sign than the first and/or second acceleration gradient. This allows the change in the travel speed to be adjusted in a comfortable manner. The third changing step may be immediately subsequent to the second changing step or the second adjusting step. The third acceleration gradient may be greater in magnitude than the first and/or second acceleration gradients.

In a preferred embodiment of the invention, it is advantageous to end the method with a third modification step. The jerk optimization process can thus be achieved. At the end of the method, a predefined target value for the vehicle speed can be met.

In a preferred embodiment of the invention, it is advantageous if the first acceleration gradient is smaller in magnitude than the second acceleration gradient and/or the first acceleration is smaller in magnitude than the second acceleration. In this way, a change in the driving speed that is perceived as a predictable and natural driving pattern can be achieved.

In a particular embodiment of the invention, it is advantageous if the first acceleration gradient is greater in magnitude than the second acceleration gradient and/or if the first acceleration is greater in magnitude than the second acceleration. In this way, an urgent change in the driving speed can be displayed to the driver, and the driver can be better prepared for a further change in the driving speed. A communication between the (partially) automated driving control and the driver can be achieved.

According to the invention, a vehicle control device is also provided. The vehicle control device may be arranged in a vehicle. The vehicle control device may form a structural unit with a further control device of the vehicle. The further control means may control at least one further autonomous or partly autonomous driving function.

Further advantages and advantageous configurations of the invention result from the description of the figures and the drawing.

Drawings

The present invention is described in detail below with reference to the accompanying drawings. The drawings show in detail:

Fig. 1: a method for (partially) automated change of driving speed in a particular embodiment of the invention;

Fig. 2: a vehicle control device in a particular embodiment of the present invention;

Fig. 3: a graph implementing the method according to fig. 1;

fig. 4: comparison graphs in the implementation of the method according to another particular embodiment of the invention.

Detailed Description

Fig. 1 shows a method for (partially) automated driving speed change in a specific embodiment of the invention. The method 10 for (partially) automated travel speed change of a vehicle changes the travel speed of the vehicle by automatically adjusting the acceleration of the vehicle. The method 10 includes the steps of:

A first changing step 12 in which the acceleration of the vehicle is changed with at least one first acceleration gradient 14. Furthermore, a second, temporally subsequent change step 16 is included, in which the acceleration is changed with at least one second acceleration gradient 18, which is different from the first acceleration gradient 14. The second changing step 16 indirectly follows the first changing step 12 in that a first adjusting step 20 is present between the first and second changing steps 12 over time, in which first adjusting step the acceleration has a first minimum acceleration 22 predefined in terms of magnitude over time at least in sections.

The second adjustment step 24 is followed in time by a second change step 16 in which the acceleration has a second minimum acceleration 26 in time at least in sections. The first adjustment step 20 is continued for a predetermined first period of time 28 and the second adjustment step 24 is continued for a predetermined second period of time 30.

The third modification step 32 is carried out temporally directly after the second adjustment step 24, in which the acceleration has at least one third acceleration gradient 34 having a different sign than the first and/or second acceleration gradients 14, 18.

In the first user test, the first changing step 12 and the first adjusting step 20 appear to be very advantageous and comfortable for achieving transparent and natural driving behaviour. The first changing step 12 and the first adapting step 20 may be implemented such that they correspond to the natural human behaviour at (foot) transitions between accelerations and decelerations.

Fig. 2 shows a vehicle control apparatus in a particular embodiment of the invention. The vehicle control device 36 is arranged in the vehicle 38 and is provided as a method for carrying out a (partially) automated change of the travel speed. The vehicle control device 36 may form a structural unit with an additional control device of the vehicle 38. The further control means may control at least one further autonomous or partly autonomous driving function.

Fig. 3 shows a graph when the method according to fig. 1 is carried out. In this graph, the time travel speed profile when the method for (partially) automated travel speed change is implemented is shown in fig. 3 a) and the time acceleration profile is shown in fig. 3 b), for example a braking process of the vehicle at a constant speed of 80km/h until the vehicle stops at a zero travel speed.

In a first changing step 12, the acceleration is changed with at least a first acceleration gradient 14 having a negative slope. The acceleration here increases in magnitude as a braking acceleration.

In a first, temporally subsequent adjustment step 20, the acceleration is adjusted over a first period 28 to be greater in magnitude than a predetermined first minimum acceleration 22, at least in sections.

In a second, temporally subsequent change step 16, the acceleration is changed with at least a second acceleration gradient 18. Here, the acceleration increases further in magnitude.

In a second, temporally subsequent adjustment step 24, the acceleration is adjusted over a second period of time 30 to be greater in magnitude than a predefined second minimum acceleration 26, at least in sections.

In a third, temporally subsequent change step 32, the acceleration is adjusted with at least a third acceleration gradient 34. The third acceleration gradient 34 has a different sign than the first and second acceleration gradients 14, 18. The braking acceleration decreases, in particular to zero.

The first minimum acceleration 22 to be adjusted may correspond to a deceleration of about-0.5 m/s ² to-1 m/s ² produced by the internal combustion engine when the motor drag torque occurs. The first time period 28 is predefined to be 2-3s, such that it corresponds to the time in the case of manual driving control when transitioning from the accelerator pedal to the brake pedal. In a second modification step 16, a predefined second minimum acceleration 26 of-2 m/s ² is established very slowly for the second setting step 24 with a jerk of-0.3 m/s ³. Compared to the prior art, this embodiment is evaluated by the user as very predictive, transparent and comfortable in the scope of the performed user study.

Fig. 4 shows a comparison diagram when carrying out a method according to a further particular embodiment of the invention. The time acceleration profile shows, on the one hand, a first acceleration profile 40 as a result of the implementation of the method and a second acceleration profile 42 as a result of the acceleration of the vehicle 38 as a result of the conventional automated regulation. It can be seen that at different stages of acceleration, more natural driving behaviour can be automatically adjusted by these different stages. This can increase the acceptance of the vehicle with respect to the driver and the occupants possible in the vehicle.

Claims

1. A method (10) for (partially) automated change of a travel speed of a vehicle (38) by at least one acceleration changing the travel speed of the vehicle (38), the method having:

a first change step (12) in which the acceleration is automatically changed with at least one first acceleration gradient (14),

A second, temporally subsequent change step (16) in which the acceleration is automatically changed with at least one second acceleration gradient (18) different from the first acceleration gradient (14), and

A first adjustment step (20) is provided between the first and second change steps (12, 16), in which the acceleration is automatically adjusted over time at least in sections to at least one first minimum acceleration (22) predefined in terms of magnitude.

2. The method (10) for (partially) automated driving speed change according to claim 1, characterized in that a second adjustment step (24) follows the second change step (16) in time, in which the acceleration is adjusted in time at least in sections to at least one second minimum acceleration (26) predefined in terms of magnitude.

3. The method (10) for (partially) automated travel speed change according to claim 2, wherein the second adjusting step (24) directly follows the second changing step (16) in time.

4. A method (10) for (partially) automated driving speed change according to claim 2 or 3, characterized in that the first adjustment step (20) lasts for a predefined first period of time (28) and the second adjustment step (24) lasts for a second period of time (30).

5. The method (10) for (partially) automated travel speed change according to claim 4, characterized in that the second time period (30) is not predefined if the method (10) ends directly after the second adjustment step (24).

6. Method (10) for (partially) automated travel speed change according to any of the preceding claims, characterized in that a third change step (32) is carried out, in which the acceleration is automatically changed with at least one third acceleration gradient (34), which has a different sign compared to the first and/or second acceleration gradient (14, 18).

7. The method (10) for (partially) automated travel speed change according to claim 6, characterized in that the method (10) ends with the third change step (32).

8. The method (10) for (partially) automated travel speed change according to any one of the preceding claims, characterized in that the first acceleration gradient (14) is smaller in magnitude than the second acceleration gradient (18).

9. The method (10) for (partially) automated travel speed change according to any one of the preceding claims, characterized in that the first acceleration gradient (14) is greater in magnitude than the second acceleration gradient (18).

10. Vehicle control device (36) for a vehicle (38), which is provided for implementing a method (10) for driving speed change according to any one of the preceding claims.