阅读说明：本技术 用于机动车的驾驶员辅助系统和机动车 (Driver assistance system for a motor vehicle and motor vehicle ) 是由 R·林巴舍尔 于 2020-05-11 设计创作，主要内容包括：本发明涉及一种用于机动车(1)的驾驶员辅助系统(2),其具有：用于确定与在前行驶的车辆的测距系统(10)；或接口,在机动车(1)中的常规安装状态下借助于该接口以信号传输技术连接机动车(1)的这种测距系统(10)；控制器(4),其被设置用于在自动模式中将机动车(1)保持在预定的行驶速度目标值、与在前行驶的车辆的间距不低于预定的间距目标值,以及特定于情况地根据至少一个以传感器方式检测到的环境测量值来设置新的间距目标值。控制器(4)还被设置成,响应于车辆乘员的输入而采用新的、用户特定的间距目标值,并且识别当前行驶状况以及当前行驶状况的结束,以及在跟随行驶期间仅针对当前行驶状况的时段采用新的间距目标值。(The invention relates to a driver assistance system (2) for a motor vehicle (1), comprising: a distance measurement system (10) for determining a distance to a vehicle travelling ahead; or an interface by means of which such a distance measuring system (10) of the motor vehicle (1) is connected in a signal transmission technology in the normal installation state in the motor vehicle (1); a controller (4) which is provided for maintaining the motor vehicle (1) in an automatic mode at a predetermined driving speed target value, at a distance from a previously driven vehicle which is not lower than the predetermined distance target value, and for setting a new distance target value as a function of at least one environment measurement value detected in a sensor-like manner. The controller (4) is further configured to assume a new, user-specific distance target value in response to an input by the vehicle occupant and to recognize the current driving situation and the end of the current driving situation and to assume the new distance target value only for a period of the current driving situation during follow-up driving.)

1. A driver assistance system (2) for a motor vehicle (1),

-having a distance measuring system (10) for determining the distance to a vehicle travelling ahead; or an interface by means of which such a distance measuring system (10) of the motor vehicle (1) is connected in a signal transmission technology in the normal installation state in the motor vehicle (1),

-having a controller (4) which is provided for maintaining the motor vehicle (1) in an automatic mode at a predefined driving speed target value, at a distance from a previously driven vehicle not below a predefined distance target value, and for setting a new distance target value in dependence on at least one sensor-detected environment measurement value in a case-specific manner,

wherein the controller (4) is provided for adopting a new, user-specific target distance value in response to an input by a vehicle occupant in the automatic mode, and

wherein the controller (4) is provided for recognizing the current driving situation and the end of the current driving situation and for using the new distance target value only for the period of the current driving situation during the follow-up driving.

2. Driver assistance system (2) according to claim 1, characterized in that the controller (4) is arranged for identifying the end of a current driving situation in dependence on at least one criterion selected from the group consisting of: at least one change of road type, disappearance of a vehicle travelling ahead, change of possible travelling speed range, end of phone call, end of travelling period, login of another vehicle driver.

3. Driver assistance system (2) according to claim 1 or 2, characterized in that at least one input transducer (6) is connected with the controller (4) by means of signal transmission technology, wherein the controller (4) is provided for adapting a new pitch target value in dependence on an actuation of the input transducer (6) by a vehicle occupant, wherein the input transducer is a microphone (6) for receiving a voice command of the vehicle occupant, wherein the controller (4) is provided for, for an actuation of the microphone (6), taking into account the actuation for adapting the new pitch target value only when a corresponding voice command is recognized, and/or wherein the input transducer is a switch or a key for a manual actuation of the vehicle occupant.

4. Driver assistance system (2) according to any one of claims 1 to 3, wherein the controller (4) is arranged to end the automatic mode in response to an actuation of a brake of the motor vehicle (1) by a vehicle occupant, and wherein the controller (4) is arranged to maintain the automatic mode, in particular for a predetermined period of time, if a braking force and/or a resulting deceleration applied as a result of the actuation of the brake does not exceed a predetermined threshold value when the brake is actuated during follow-up driving.

5. Driver assistance system (2) according to any one of claims 1 to 4, characterized in that the controller (4) is arranged to achieve a lower than target spacing value upon acceleration of a vehicle occupant during follow-up driving.

6. Driver assistance system (2) according to claim 4 or 5, characterized in that the controller (4) is arranged to use the current pitch value as a new pitch target value when the brake is no longer actuated, when the vehicle occupant is no longer accelerating, or when the vehicle occupant is no longer actuating the accelerator pedal of the motor vehicle (1).

7. Driver assistance system (2) according to claim 3 and 4 or 5, characterized in that the controller (4) is arranged to use the current pitch value as a new pitch target value upon manipulation of the input transducer (6).

8. The driver assistance system (2) according to one of the claims 1 to 7, characterized in that the controller (4) is provided for displaying the distance target value at the beginning of the automatic mode and/or for displaying a change in the distance target value in the automatic mode, said display lasting only for a defined period of time, in particular only for 2 to 6 seconds, preferably only for about 3 seconds.

9. Driver assistance system (2) according to one of the claims 1 to 8, characterized in that the controller (4) is provided for using an input made by a vehicle occupant by means of the input transducer (6) or another input transducer for permanently changing the distance target value.

10. A motor vehicle (1) having a driver assistance system (2) according to one of claims 1 to 9.

Technical Field

The invention relates to a driver assistance system for a motor vehicle. The invention further relates to a motor vehicle having such a driver assistance system.

Background

The term "driver assistance system" is to be understood here and in the following as various systems of a vehicle for assisting a driver of a motor vehicle. A well-known system is a so-called speed control device, which is designed with the aid of a corresponding control unit to maintain the motor vehicle at a target speed (i.e., a target value) that is usually set by the driver. A further improved system additionally uses a distance measuring system, for example a radar sensor and/or a front camera, in order to identify a vehicle travelling ahead that is capable of representing an obstacle and to reduce the travelling speed (deviation from the target speed) when a preset distance (i.e. "distance target value") to the vehicle travelling ahead is reached and thus to follow the vehicle travelling ahead. If a vehicle traveling ahead accelerates, the system increases the speed of the own vehicle until the own target speed is reached, if possible. Other systems are for example lane keeping systems etc.

Disclosure of Invention

The object of the invention is to further simplify the operation of the driver assistance system for the driver.

According to the invention, this object is achieved by a driver assistance system having the features of claim 1. Furthermore, according to the invention, the object is achieved by a motor vehicle having the features of claim 10. Advantageous and partially inventive embodiments and developments of the invention are set forth in the dependent claims and the following description.

The driver assistance system according to the invention is provided and intended for use in (in particular on land) motor vehicles (for example passenger cars) (or for installation in motor vehicles in the intended use state). The driver assistance system has a distance measuring system for determining the distance to a vehicle traveling ahead, or such a distance measuring system which, in a predetermined installation state in the motor vehicle, connects the motor vehicle by means of an associated interface using signal transmission technology. The driver assistance system also has a control unit which is provided to maintain the motor vehicle at a predefined target value of the driving speed in the automatic mode. In particular, the controller is provided to adjust the driving speed of the motor vehicle to a target value. In this case, the controller is also provided for setting the distance from the preceding vehicle in the automatic mode (in particular during so-called follow-up driving) to a distance target value that is not lower than a predefined distance target value, i.e. for adjusting the distance of the motor vehicle from the preceding vehicle to the distance target value (also referred to as "distance adjustment") as long as the target value of the driving speed is greater than the driving speed value of the preceding vehicle. Furthermore, the controller is provided, in the automatic mode, to adjust the distance target value, in particular to set a new distance target value, as a function of the measured environment value detected in a sensor-like manner (i.e. by means of a corresponding sensor), in a case-specific manner. The controller is further configured to employ a new, user-specific distance target value in response to an input from the vehicle occupant. Furthermore, the controller is provided for recognizing the current driving situation and the end of the current driving situation and for applying a new (at least user-specific) distance target value only for the period of the current driving situation (i.e. temporarily) during the follow-up driving.

Preferably, the controller is provided for automatically adapting the distance target value as a function of different driving situations, which can be derived from the aforementioned environmental measurement values, for example from detected traffic density, limited visibility conditions (for example due to fog, precipitation, light conditions), driving lane characteristics (for example slipperiness of the road surface, driving lane damage, etc.). For this purpose, the controller preferably evaluates various sensors, such as external light sensors, radar sensors, cameras, etc. This method can also be broadly referred to as "predictive driving control".

Preferably, the controller is further configured to, upon detection of the end of the current driving situation, re-adopt the "old" target pitch value used before changing to the new target pitch value as the current target pitch value.

In a further preferred embodiment, the control unit is connected to the drive train of the motor vehicle in a predetermined installation state or is formed as part of a control processor of the motor vehicle.

The term "follow-up" is understood here and below to mean, in particular, that the motor vehicle is held by the control unit at a target distance value behind the vehicle driving in front (in particular in a quasi-stationary state).

In this way, the distance target value can be adjusted in a particularly simple manner, in particular by the driver, and can be adjusted in a particularly simple manner, in particular without having to cancel the adjustment again later. In particular, the driver can also only make changes to the target distance value that are applicable in a relatively short time (in particular with reference to the entire driving period or at least with reference to the driving period on the same road).

Preferably, the driver assistance system described above is active not only in predictive driving regulation, but also in an (at least partial) autonomous driving mode or an (fully) autonomous driving mode at least for highway driving.

Preferably, the controller is also provided for monitoring the time interval with a preceding vehicle as the distance. This spacing is also often referred to as "time difference" or the like. As a basic setting that is not dependent on the user, a distance value of 1.8 seconds is specified here, for example, which corresponds to a spatial distance according to the rule of thumb "half the speed" — irrespective of the current driving speed value.

The invention relates to a land-based motor vehicle, in particular, having a driver assistance system as described above and in further detail below. The motor vehicle therefore likewise has the features and advantages described in the context of the driver assistance system.

In a preferred embodiment, the controller is provided for identifying the end of the current driving situation as a function of at least one criterion selected from the group consisting of: at least one change of road type (for example from town road to highway, etc.), disappearance of a vehicle driving ahead (i.e. there is no longer a vehicle driving ahead in the region of the distance target value) or change of a vehicle driving ahead, change of a possible (permitted or prescribed by external circumstances) driving speed range (for example into or out of a construction area on a highway, change of curvature of a road section, change from free driving to motorcade driving, congestion or "stop-and-go", change of lane characteristics and/or line-of-sight conditions), end of a telephone call, end of a driving cycle (for example, turning off of an ignition or an engine), logging in of another vehicle driver (i.e. a driver, for example, by means of a key identification number).

The driver assistance system preferably has at least one input converter which is connected to the control unit by signal transmission technology. The control unit is provided for using ("setting") a new target distance value as a function of the driver's actuation of the input transducer. Thus, driver manipulation of the input transducer is at least one form of the aforementioned driver input.

In one expedient embodiment, the input transducer is a microphone for receiving a voice command of the driver and is therefore arranged in the motor vehicle, in particular in the region of the driver's seat, preferably in the region of the head of the driver. The controller is preferably designed in this case to take the output signal of the microphone into account as a manipulation of the microphone for the purpose of assuming a new target value for the distance only if a corresponding voice command is recognized, in particular from the output signal. In other words, the control unit executes a speech recognition and, for the recorded sound input, interprets it as a manipulation only if a speech command (for example "drive closer", "keep farther" etc.) is detected here, preferably stored accordingly or recognized by means of, for example, a machine learning algorithm. The control device is also provided, for example, to adjust (in this case increase) the time interval to the next "smooth/full" (glatt) tenth value (i.e., for example from 1.8 seconds to 1.9 seconds) or to an amplitude of 0.1 seconds, 0.25 seconds, etc., in the case of a less explicit command, for example in the case of "keeping farther distance".

In an additional or alternative embodiment, the input converter is a switch or a key for manual manipulation by the driver. For example, the switch or the button is arranged in the intended installation state on the (multifunctional) steering wheel, in the vicinity of the steering wheel, for example in the form of a steering column, in the region of the selector lever, on a screen that is in particular touch-sensitive, etc.

Preferably, the control device is provided for terminating the automatic mode in response to a driver actuating a vehicle brake (in particular a brake pedal). However, the end of the automatic mode does not necessarily lead to the end of the driving situation, but rather it is possible that, if the automatic mode is again used within a predefined period of time, the previous driving situation (e.g. driving in a highway construction area, a continuous call, etc.) continues to exist, so that the user-specific, new distance target value continues to remain temporarily set as the distance target value.

In one expedient embodiment, the control device is designed to maintain the automatic mode, in particular at least for a predetermined period of time, if the braking force applied and/or the resulting deceleration (in particular the time gradient of the deceleration or the negative acceleration) as a result of the actuation of the brake does not exceed a predetermined threshold value during the follow-up mode when the brake is actuated by the driver. The controller is provided in particular for recognizing (optionally with the additional use of a distance measuring system) from the actuation of the brake: whether only an adjustment of the target value is desired or, in extreme cases, an emergency braking is carried out (for example in the case of a collision with a moving back, a jammed queue tail, etc.). Here, too strong braking (in this case exceeding the above-mentioned threshold value) preferably results in the automatic mode being switched off by the controller. Since the automatic mode is in principle not terminated immediately as the driver actuates the brake, the driver advantageously has a simple possibility to specify, in particular, a larger distance value as the new distance target value. Since braking is the simplest and subjectively well-understood possibility for many drivers to adjust the distance (and thus also the driving speed) to a value that is perceived as suitable for the current driving situation.

In the above-described optional additional variant of the monitoring of the braking force or deceleration, the control device is in particular configured to take into account, as additional conditions: in particular, the actuation of the brake is maintained with a correspondingly low braking force. The control unit therefore checks whether a "drag brake" (Schleifenlassen) occurs for the brake with a sufficiently low braking force, and in this case preferably maintains the automatic mode for at least a predetermined period of time.

In addition or as an alternative to such a drag brake, the control device is configured to avoid accelerating to a previous target value of the driving speed or to avoid driving to a target value of the distance, in particular during the predetermined time period, despite the continued activation of the automatic mode. In other words, a "light spot" of the brake (in particular below the braking force threshold) in this case leads to a temporary interruption (but not complete deactivation) of the distance adjustment and/or speed adjustment.

In a further expedient embodiment, the control unit is configured to effect a drop below the target distance value during (in particular quasi-stationary) follow-up travel when the vehicle occupant is accelerating. That is, in this case, the controller allows "forcing" below the pitch target value by the driver manipulating the accelerator pedal.

In an expedient embodiment, both for the case in which the automatic mode is not switched off despite the actuation of the brake during the follow-up run and for the case in which the distance target value is forcibly undershot on the part of the driver, the controller is designed to assume the current distance value as the new distance target value when the brake is no longer actuated, when the vehicle occupant is no longer accelerating, or when the driver is no longer actuating the accelerator pedal. That is, the driver may set a new target pitch value by applying a light brake or a light acceleration (and then "brake off" or "throttle off"). The controller thus recognizes in this case that the distance value resulting from the driver behavior (in particular with the end of braking or the end of an active approach) is the new distance target value desired by the driver. The operation of the driver assistance system is thus more intuitive, is hardly perceived as an active change for the driver any more, and is therefore simplified.

In an alternative variant, both for the case in which the automatic mode is not switched off despite the actuation of the brake during the follow-up run and for the case in which the distance target value is forced to fall below on the part of the driver, the controller is designed to assume the current distance value as a new distance target value as a function of the actuation of the input converter. The driver can thus for example briefly "tap" the brake, roll the vehicle to a new desired distance and define this distance as a new, temporary target distance value, for example by means of a voice command "hold this distance". Accordingly, the pitch target value can be reduced by the driver actively approaching the vehicle traveling ahead. Instead of voice commands, the driver can also actuate switches or buttons. The controller is in this case provided for, in particular, only "simple" actuation of the switch or the pushbutton to be understood as an actuation to use the current distance value as a new distance target value. In particular, the controller is configured to disregard long presses (e.g., greater than 1.5 seconds) of a key, multiple presses (particularly in a double-tap manner), and/or combined manipulation of different switches or keys. Thus, the driver does not need to remember "advanced" (in the sense of complexity) operating steps to enter a new target value, especially when using the brake to adjust the target speed. Therefore, the change of the pitch target value of the running speed becomes more intuitive.

If the input switch is not actuated, in particular if the brake is actuated until the end of the predetermined time period, the control is preferably set to end the automatic mode.

Furthermore, a further operating element is alternatively provided, for example a switch, a push button, a shift paddle, a shift lever or the like, by means of which the driver can perform a temporary change of the target distance value instead of the brake pedal and the accelerator pedal. For example, the controller is arranged to use simple manipulation of the further operating element to effect a defined sudden transition (e.g. in 0.15 to 0.3 seconds, in particular 0.25 seconds) to a higher or lower (e.g. corresponding to the direction of manipulation of the lever) pitch target value. Alternatively, the control device is provided for taking into account, as a new, user-specific target distance value, a time distance value which is present at the end of a manipulation of the further operating element which lasts for a longer period of time (for example more than 0.5 seconds). The control unit continuously accelerates or decelerates the motor vehicle, in particular during the actuation of the further operating element.

Preferably, the distance measuring system is (especially seen in the direction of travel) a camera, a radar sensor or a combination of both. Furthermore, the ranging system is used to identify obstacles in the forward travel path in addition to the vehicle. In this case, the controller is also provided in particular for reducing the driving speed, preferably in the range of the distance adjustment, in order to avoid a collision with the recognized obstacle or vehicle deviating from the current target value of the driving speed.

In a preferred embodiment, the control device is provided for displaying the target distance value at the start of the automatic mode and/or for displaying the new target distance value in the automatic mode upon a change in the target distance value, i.e. upon automatic setting of a new target distance value and upon a user-specific change, said display lasting only for a defined period of time, in particular only for 2 to 6 seconds, preferably only for approximately 3 seconds.

In a further advantageous embodiment, the control device is provided for permanently changing the distance target value, in particular in the automatic mode (and in particular not during the follow-up mode), using an input made by the driver by means of the input converter or optionally by means of a further input converter, in particular a further switch or a further pushbutton. In this way, the driver can thus define a target distance value from which the aforementioned temporary adjustment can be carried out if necessary.

Optionally, the above-described continuous adjustment of the target distance value is also provided in an adjustment menu of the vehicle control device. For example, a continuous adjustment in this way can also be assigned to a vehicle key assigned to a specific driver.

The conjunction "and/or" is understood here and in the following especially to mean that the features combined by means of the conjunction can be designed both together and as a replacement for one another.

Drawings

Embodiments of the invention are explained in detail below with the aid of the figures. The single figure (fig. 1) shows a motor vehicle with a driver assistance system in a schematic side view.

Detailed Description

Fig. 1 shows a motor vehicle 1. The motor vehicle comprises a driver assistance system 2. The driver assistance system 2 has a controller 4, which is provided to adjust the driving speed of the motor vehicle 1 to a target value in an automatic mode. The driver assistance system 2 has at least one input converter, in the present exemplary embodiment two input converters, which are associated with the controller 4 by means of signal transmission technology. These input transducers are a (inner space) microphone 6 and keys (not shown in detail) arranged on the multifunctional steering wheel 8. Furthermore, the controller 4 is provided for adjusting the distance to a slower vehicle that may be traveling ahead to a predefined target distance value (so-called "follow-up travel") on the basis of sensor data transmitted by a distance measuring system (here the radar system 10) that is directed forward in the direction of travel.

The controller 4 is also configured to receive a new pitch target value according to manipulation of the keys of the microphone 6 or the multifunction steering wheel 8. For this purpose, the controller 4 executes a voice recognition and evaluates the voice input as a corresponding actuation only when, for example, a command to "approach a ride", "increase a distance" (or the like) is recognized. Upon manipulating a key, the controller 4 sets the current pitch (i.e., the current pitch value) to a new, user-specific pitch target value.

Thus, when the motor vehicle 1 is controlled by the controller 4 during driving behind the vehicle, i.e. a so-called pitch adjustment is active (i.e. during follow-up driving), the driver of the motor vehicle 1 can depress the accelerator pedal 12 until he reaches his desired pitch value and then actuate the keys of the multi-function steering wheel 8.

The driver can likewise issue voice commands "keep farther distance" or "keep closer distance", whereupon the controller 4 raises or lowers the distance target value up to now by 0.1 second and sets the resulting value as a new, user-specific distance target value.

Furthermore, the control unit 4 is provided for terminating the automatic mode as a function of the actuation of the brake (i.e. the brake pedal 14) of the motor vehicle 1. In addition, the controller 4 is configured to maintain the automatic mode for a predetermined period of time (e.g., 5 to 10 seconds) if the braking force applied based on the manipulation of the brake does not exceed a predetermined threshold value when the driver manipulates the brake pedal 14 during the follow-up running. The controller 4 therefore checks whether there is only a slight braking, which is used only to adjust the current speed. For example, a self-learning algorithm is implemented in the controller 4 for this purpose. Alternatively, the threshold value is defined here as a function of the actual value of the travel speed. The controller 4 turns off the automatic mode when the braking force exceeds the excessive braking force of the threshold value.

If the driver actuates the button immediately after such a "slight" actuation of the brake or issues a corresponding voice command, the controller 4 sets the current distance value to the new distance target value.

In this case, the controller 4 preferably only interprets "simple" (in particular brief, lasting less than 0.5 seconds) actuation as actuation of a key. The controller 4 disregards other manipulations of the keys.

The controller 4 is configured to terminate the automatic mode if there is no manipulation of the microphone 6 or key until the predetermined period of time has ended.

The controller 4 is also arranged to receive changes to the pitch target value initiated by the driver during follow-up driving only temporarily, in particular only for the current driving situation. The controller 4 is provided here for detecting the current driving situation (e.g. follow-up driving at a highway construction area) and the end of the current driving situation. In this example, the controller 4 recognizes the end of the travel condition by exiting the highway construction area. In this case, the controller 4 switches back to the previous target pitch value.

The motor vehicle 1 also comprises a display device, not shown in detail, such as a conventional dashboard or screen, on which driving information, for example the current actual value of the driving speed, etc., is displayed. The controller 4 is set to display the target value for only a predetermined time of about 3 seconds at the start of the automatic mode or at the time of target value adjustment.

The subject matter of the present invention is not limited to the above-described embodiments. Rather, other embodiments of the invention will be apparent to those skilled in the art from consideration of the specification.

List of reference numerals:

1 Motor vehicle

2 driver assistance system

4 controller

6 microphone

8 multifunctional steering wheel

10 radar system

12 accelerator pedal

14 brake pedal