Method for comparing the efficiency of manual driving and assisted driving using at least one driver assistance system with a motor vehicle, and a control unit for a motor vehicle

Abstract

The invention relates to a method for comparing the efficiency of manual driving and assisted driving using at least one driver assistance system (12) with a motor vehicle (10), comprising the steps of: determining the respective energy consumptions that occurred during manual (M) and assisted (A) driving of the same road segments (18) using the motor vehicle (10) by means of a control unit (14), wherein automatic longitudinal and / or lateral control of the motor vehicle is performed during assisted driving; comparing the respective determined energy consumptions and outputting the result of the comparison by means of the control unit (14). The invention also relates to a control unit (14) for a motor vehicle (10) which is configured to carry out such a method.

Description

[0001] The present invention relates to a method for comparing the efficiency of manual driving and assisted driving using at least one driver assistance system with a motor vehicle, and to a control device for a motor vehicle.

[0002] It is generally known that driver assistance systems are frequently used in traffic to relieve the driver while driving, for example by taking over lateral or longitudinal control of the vehicle, adapting the vehicle to its surroundings, or optimizing its energy consumption. However, many drivers still opt for driver assistance systems with limited functionality when choosing their vehicle. Driver assistance systems, such as those that must be proactively activated or deactivated by the user, often fail to achieve their intended use in traffic due to a lack of understanding or knowledge on the part of the user.

[0003] US 2007 / 0262855 A1 describes a method for measuring a vehicle's fuel consumption. The measurement process identifies factors influencing fuel consumption and, based on this, provides the driver with advice on more efficient driving.

[0004] US Patent 9,694,687 B2 describes a method for improving the fuel efficiency of electric vehicles through an "eco-coasting" function. Eco-coasting describes the state in which a vehicle's motor idles when a driver releases the accelerator pedal. Fuel efficiency is determined by comparing fuel consumption with and without the "eco-coasting" function activated.

[0005] The purpose of the invention is to provide a solution that increases the utilization and acceptance of driver assistance systems.

[0006] This problem is solved by the subject matter of the independent claims. Further possible embodiments of the invention are disclosed in the dependent claims, the description, and the figures. Features, advantages, and possible embodiments set forth in the description for one of the subject matter of the independent claims are to be regarded, at least analogously, as features, advantages, and possible embodiments of the respective subject matter of the other independent claims, as well as of any possible combination of the subject matter of the independent claims, optionally in conjunction with one or more of the dependent claims.

[0007] The invention relates to a method for comparing the efficiency of manual driving and assisted driving using at least one driver assistance system with a motor vehicle, comprising the steps of: determining the respective energy consumptions that occurred during manual driving and assisted driving of the same sections of the route using the motor vehicle by means of a control device, wherein automatic longitudinal control and / or lateral control of the motor vehicle is carried out during assisted driving; comparing the respective determined energy consumptions and outputting the result of the comparison by means of the control device.

[0008] The inventive method compares the efficiency of assisted and unassisted driving in a motor vehicle. The driver assistance system is capable of taking over the lateral and / or longitudinal control of the motor vehicle and can thus meet at least the Level 1 definition for automated vehicles of the SAE (Society of Automotive Engineers). Some functions that can be taken over by the driver assistance system are, for example, steering, braking, accelerating, shifting gears, stopping, and starting. When steering, the motor vehicle can steer itself and maintain a lane. When braking and accelerating, the motor vehicle can adapt its speed to the traffic conditions and stop if necessary; for example, the driver assistance system can have an ACC (Adaptive Cruise Control) function.

[0009] Gear changes can be performed automatically, and when stopping and starting, the vehicle can automatically stop and start again at traffic lights and stop signs, as well as in traffic jams; in other words, the driver assistance system can have an ISA (Intelligent Speed ​​Assist) function. The efficiency determined according to the invention corresponds to a numerical value that relates to energy consumption and is determined for the predefined section of the vehicle's journey by means of the control unit.

[0010] According to the invention, it is therefore possible to compare multiple values ​​for the same route segment. A predefined route segment can, for example, be driven manually for the first time without the assistance of the driver assistance system. For this trip, a value for the vehicle's energy consumption can be determined by the control unit. If the same route segment is driven a second time with the assistance of the driver assistance system, a second value can be determined by the control unit and compared with the first. Based on this comparison, a result can be output by the control unit. The result can, for example, correspond to the difference in energy consumption between the manual and assisted driving. The advantage of the invention described here is that a concrete and precise determination of values ​​for the route segment is made possible by the method according to the invention.

[0011] The result, which takes into account the measured values ​​of manual and assisted driving, thus provides a quantitative statement about the efficiency of the driver assistance system. This result can clearly demonstrate to a driver that using the driver assistance system is advantageous because the assisted driving is optimized to take over lateral and / or longitudinal control in order to consume less energy in the form of fuel, electricity, etc. An optimized drive carried out with the help of the driver assistance system is therefore economically advantageous for the driver due to the energy saved.

[0012] One possible embodiment of the invention provides that, for each route traveled for the first time by motor vehicle, the route is divided into segments of equal length, and the energy consumption for each segment is determined. The energy consumption is then determined again upon subsequent travel of these segments. The following scenarios can be distinguished: If the segments were previously traveled manually and then with driver assistance, the energy consumptions are compared. If the segments were previously traveled with driver assistance and then manually, the energy consumptions are compared. If the segments were previously traveled manually and then manually again, an average value can be calculated from these energy consumptions, or the more efficient value can be stored.If, upon retracing the same sections of the route, they were previously assisted and then again assisted, an average can be calculated from these energy consumptions or the more efficient value can be stored.

[0013] In other words, the entire route is divided into smaller, equidistant segments, where one segment corresponds to, for example, 50 meters. The energy consumption for each segment is determined the first time it is traversed and can be determined again upon subsequent traversals. On the first traversal, a "GPS flag" is set at the beginning or end of the segment. This GPS flag corresponds to predefined geographical coordinates (latitude and longitude) on a navigation map, is stored by the control unit after the segment is first traversed, and is retrieved upon subsequent traversals of the same segment.If the route segment is driven manually for the first time and then with the aid of the driver assistance system, the energy consumption for the route segment is determined during both the first manual and the second assisted drive, taking the GPS flag into account, and then compared between the two drives. Similarly, if the route segment is driven manually for the first time and then again with the aid of the driver assistance system, the energy consumption for the route segment is determined during both the first assisted drive and the second manual drive, taking the GPS flag into account, and then compared between the two drives.

[0014] If the route segment is driven manually for the first time and then manually a second time, the energy consumption values ​​for the first and subsequent journeys are determined, taking into account the GPS flag for the route segment. An average of both values ​​is then calculated, or the more efficient value between the two is stored. Similarly, if the route segment is driven with assistance for the first time and then with assistance a second time, the energy consumption values ​​for the first and subsequent journeys are determined, taking into account the GPS flag for the route segment. An average of both values ​​is then calculated, or the more efficient value between the two is stored.

[0015] The advantage of this design is that it enables a precise determination of energy consumption for each route segment using GPS data. Furthermore, this design allows for a comparison between different combinations of assisted and / or manual driving, thus enabling a precise calculation of the energy saved by the driver assistance system. Another advantage is that energy consumption can be determined for individual route segments. This is particularly beneficial when the landscape changes along the entire route and differs between two or more segments, for example, when driving through mountainous terrain with varying elevations.

[0016] One possible embodiment of the invention provides that a GPS flag is assigned to each starting point of the route segments driven for the first time. Upon passing the GPS flags again, a new energy consumption measurement is initiated for the subsequent route segment. In other words, the coordinates of the GPS flag correspond to the coordinates of the starting point of the route segment. When the route is driven for the first time, the GPS flags are assigned to the starting points of the respective route segments, stored by the control unit for future journeys, and the energy consumption of the respective route segments can be determined again upon passing the GPS flags again. For example, on a route with two route segments, the vehicle is in the first route segment at the start of the energy consumption measurement.As soon as the vehicle passes the endpoint of the first route segment and reaches the starting point of the second segment (the starting point of the second segment corresponds to the GPS flag), the control unit stops measuring energy consumption for the first segment and starts a new measurement for the second segment, which continues until the vehicle reaches the endpoint of the second segment. The advantage of this design is that energy consumption for each segment can be measured multiple times to provide up-to-date information on energy consumption.

[0017] One possible embodiment of the invention provides that, when comparing assisted driving with manual driving for a specific distance, energy savings from vehicle handover and / or on average are displayed. In the comparison for a specific distance, the energy consumption for a completely manually driven route (all sections of the route were driven without the support of the driver assistance system) is compared with the energy consumption of a completely assisted driven route (all sections of the route were driven with the support of the driver assistance system), and the difference between the two is determined.

[0018] This allows for the calculation of the difference in energy consumption between assisted and manual driving. "From vehicle handover" means from the point at which the driver takes possession of the vehicle, for example, after purchasing or leasing it. At a specific point in time, the driver can be shown how far they have driven from vehicle handover until that point (e.g., how many kilometers for all journeys), how much energy they have consumed, and what they would have saved (e.g., how much energy or money) had they driven all journeys using the driver assistance system. For example, if the driver had driven 10,000 km and consumed, say, 9 liters of fuel per 100 km manually (a total of 900 liters), but consumed, say, 6 liters of fuel per 100 km using the assisted system (a total of 600 liters), they would have a difference of 300 liters. In other words, they would have saved 300 liters of fuel in this case.The energy consumed can also be translated into a monetary value. For example, if the price of fuel is €1.85 per liter, the driver would have saved a total of €555 by saving 300 liters (€1.85 x 300 liters). The average refers to the average savings over a specific distance. To continue with the example above, the driver would have saved an average of 3 liters of fuel per 100 km, since manual driving consumed 9 liters per 100 km and assisted driving 6 liters per 100 km. This corresponds to an average saving of €5.55 per 100 km, which can be displayed to the driver. The advantage of this approach is to determine precise information about energy consumption and to inform the driver of the economic benefit they would gain from using the driver assistance system.

[0019] One possible embodiment of the invention provides that swarm data from other motor vehicles regarding their energy consumption during manual and assisted driving are taken into account for comparison. Thus, the energy consumption determined for the same route segment can be compared between the ego vehicle and other vehicles. The advantage of this embodiment is that a difference in the energy consumed during assisted driving can be calculated, even when considering the energy consumption of other vehicles, by using swarm data relating to the same route segment. This is particularly helpful when a route is driven for the first time, e.g., on vacation. In this case, the driver would have the opportunity to compare their determined energy consumption with that of the swarm by using the swarm data, without having to drive the same route segment twice.The comparison between the determined energy consumption figures can also be limited to comparing only two similar vehicles. This prevents, for example, a comparison of the energy consumption of a truck with that of a small car, since trucks, due to their size and load, consume significantly more energy to cover the same distance.

[0020] One possible embodiment of the invention provides for the creation of a consumption map based on the energy consumption determined for the traveled route segments. This allows the route segments to be displayed together as a single map, taking into account the respective GPS flags, and the energy consumption for each segment can be indicated on the map. This consumption map can be used by the swarm for effective route planning. The advantage of this embodiment is that the driver can use the consumption map to select an optimal route that includes their destination and is more energy-efficient than manual driving. Furthermore, drivers of other vehicles in the swarm can use this consumption map to optimize their own route planning.

[0021] In a further embodiment, the invention relates to a method, wherein the method additionally comprises the following steps: determining the respective accident frequencies and / or specified driver interventions that occurred during manual and assisted driving of the same sections of road using the motor vehicle or other motor vehicles, wherein automatic longitudinal control and / or lateral control of the motor vehicle is performed during assisted driving; comparing the respective determined accident frequencies and / or specified driver interventions and outputting the result of the comparison.

[0022] In this configuration, driver safety is paramount. Accident frequencies and / or predefined driving interventions are determined along each route segment (taking GPS flags into account) by the control unit. This determination can be made during manual or driver assistance system-assisted driving. Furthermore, accident frequencies and / or predefined driver interventions can be determined not only for the ego vehicle but also for other vehicles in the swarm. Examples of accident frequencies and / or predefined driver interventions that are determined include hard braking, aggressive steering, or excessive speeding by the vehicle.

[0023] Furthermore, the determined accident frequencies and / or specified driver interventions can be compared by the control unit, and a safety comparison result can be output. The safety comparison describes, for example, how frequently accidents or driver interventions were registered by the control unit for a specific manually driven section of the route by the ego vehicle or the swarm, compared to assisted driving on the same section. The result then describes which of the two compared journeys was "safer," for example, by quantifying the number of accident frequencies and / or specified driver interventions or by assigning a rating to the respective journey. The advantage of this implementation is that by determining the accident frequencies and / or specified driving interventions, a precise quantification of driver safety in the motor vehicle is enabled.The safety comparison can make it clear to the driver which sections of the route are particularly unsafe (e.g. taking swarm data into account), and / or that assisted driving offers greater safety than manual driving due to the lower number of accident frequencies and / or predetermined driving interventions.

[0024] In a further embodiment, the invention relates to a method that additionally comprises the following steps: determining the respective loads on the driver of the motor vehicle when driving the same sections of road manually and when driving with assistance, wherein, in the case of assisted driving, automatic longitudinal and / or lateral control of the motor vehicle is performed; comparing the respective loads determined and outputting the result of the comparison. The use of the driver assistance system relieves the driver. Ideally, depending on the design and availability of the driver assistance system (e.g., up to SAE Level 2), the driver does not need to physically intervene in the longitudinal control (e.g., by operating an accelerator or brake pedal via leg movements) nor activate a turn signal (e.g., by head, arm, or hand movements), but only needs to mentally monitor such processes.

[0025] This leads to physical relief, but the driver remains responsible. The resulting relaxation of the body is compared in this embodiment to the more physically relaxed situation that would have occurred during manual driving. In other words, the physical interventions that occur during manual and / or assisted driving are defined as loads, determined during the respective (e.g., manual) drive, and compared with loads determined from other drives (e.g., assisted) of the vehicle (or alternatively, the swarm) for the same route segment. For example, the loads from manual driving are higher compared to assisted driving. For this purpose, route segments according to the invention are defined, as already described, taking GPS flags into account.The loads on the vehicle are determined by the control unit for each section of the route and can be detected using sensors in the vehicle. Loads that can be detected for each section include, for example, steering with a steering wheel or operating the accelerator or brake pedal. Such loads can be detected by a camera located inside the vehicle (hereinafter referred to as the driver observation camera). Every load detected by the driver observation camera indicates that the driver was not relieved of any load at that particular moment, but rather had to physically intervene as a result of manual driving. Each detected load thus represents a lack of driver relief. The detected loads can be compared to generate a result based on this comparison.

[0026] The advantage of this embodiment is that the driver's exertion during the journey can be observed (by the driver monitoring camera) and quantified (by the control unit). Since manual driving is more physically (and mentally) demanding for the driver than assisted driving, this embodiment allows the driver to clearly understand the benefits of the reduced strain provided by assisted driving. In another variation of this embodiment, it is also conceivable that data from wearables (such as biometric data collected by a smartwatch) could be used to determine the exertion level. For example, the driver wears the wearable device during both manual and assisted driving, which collects biometric data and provides it to the control unit. This data could then be compared, for instance, to the driver's heart rate at the same point along the route.Particularly when a driver repeatedly passes the same waypoint, for example on their commute, an increasingly stable, personal heart rate pattern emerges for each waypoint. Additional factors such as passengers in the vehicle (identified by seat occupancy detection), conversations picked up by a microphone in the vehicle, changing weather conditions, increased traffic volume, etc., can be considered in an algorithm as further sources of stress for the driver and contribute to a more objective determination of the stress at each waypoint. These waypoints can be marked, for example, using GPS flags.

[0027] In a further embodiment, the invention relates to a method that additionally comprises the following steps: determining predefined continuous times and / or continuous distances traveled without assistance at SAE Level 3 or higher, and outputting the determined results. In this embodiment, the time spent by the driver performing non-assisted secondary tasks during manual driving can be determined by the control unit for each segment of the route (taking GPS flags into account). Such an embodiment is only practical from SAE Level 3 onwards, since the vehicle can drive (conditionally) autonomously from this level. The control unit determines the time traveled manually without the support of the driver assistance system and outputs a result.

[0028] For this purpose, the control unit records how long (consecutive time for all route segments) the driver assistance system could have been active during manual driving. The continuous time displayed by the control unit can be preset. The driver can, for example, specify that if the continuous time is one minute, this time will be included in the subsequent evaluation (determination of the result). In addition to time, the distance that could have been covered continuously with assistance if the driver had used the driver assistance system can also be evaluated. At the end of the journey, the control unit can display the total time that would have been available to the driver if they had used the assistance system.Since several short time periods and one longer continuous period may be recorded, this time for secondary activities can also be presented in the form of typical secondary activities as examples. For instance, if the recorded time is one minute, it can be shown that the driver could have read their last received digital message. If the continuous period is longer (e.g., 30 minutes), then it would also have been possible, for example, to watch a short film or a documentary while driving. The advantage of this approach is that the driver is informed about the time saved during an assisted drive and can therefore better manage their time to perform important secondary tasks.

[0029] The control device according to the invention for a motor vehicle is configured to carry out the method according to the invention or possible embodiments of the method according to the invention. The invention also relates to a motor vehicle with such a control device.

[0030] Further features of the invention may become apparent from the following description of the figures and from the drawings. The features and combinations of features mentioned above in the description, as well as the features and combinations of features shown below in the description of the figures and / or in the figures themselves, can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the invention.

[0031] The drawing shows in the single figure ( Fig. 1) a schematic representation in which a motor vehicle makes two journeys along the same route which is divided into several sections, with all sections being driven manually on the first journey and partially manually and partially assisted on the second journey.

[0032] A motor vehicle 10 is in Fig. Figure 1 shows a schematic representation. The motor vehicle 10 includes, among other things, a driver assistance system 12 and a control unit 14. Also shown is a route 16 to be traveled by the motor vehicle 10, which is divided into several equidistant route segments 18. A GPS flag 20 is located at the beginning and end point of each route segment 18. A procedure is described below in which the efficiency between assisted and unassisted manual driving with the motor vehicle 10 is compared. The driver assistance system 12 is capable of taking over the lateral and / or longitudinal control of the motor vehicle 10 and can therefore at least meet the Level 1 definition for automated vehicles of the SAE (Society of Automotive Engineers).

[0033] The determined efficiency corresponds to a numerical value relating to energy consumption, which is calculated for the predefined route segment 18 of the vehicle 10's journey by means of the control unit 14. The GPS flag 20 defines geographical coordinates (e.g., latitude and longitude) and indicates when a route segment 18 begins or ends. The GPS flag 20 is set for the respective route segment 18 after the vehicle 10 has first traveled the route, but can alternatively be assigned to the respective route segment 18 based on swarm data.

[0034] In the illustrated example, the same route 16 is traveled twice by the same motor vehicle 10. The first trip is completed entirely manually without the use of the driver assistance system 12 for any of the route segments 18. A GPS flag 20 is set for each route segment 18, and the energy consumption is determined by the control unit 14. The second trip follows the same route 16, and the route segments 18 are the same as those of the first trip. Upon reaching the second route segment 18, the driver activates the driver assistance system 12, which then takes over the longitudinal and / or lateral control of the motor vehicle 10. The energy consumption is again determined by the control unit 14 for all route segments 18 after passing the respective GPS flags 20. The energy consumption determined for the first trip can then be compared with that of the second trip, for the same route segments 18, taking the GPS flags 20 into account.The control unit 14 can, for example, compare between two manual journeys M along the track section 18 and store the more efficient value or form an average of both, for example for the first track section 18 in . Fig. 1.

[0035] Alternatively or additionally, the control unit 14 can compare the energy consumption of manual driving with that of assisted driving and quantify the efficiency, e.g., for the second leg of the journey, since this was driven manually (M) on the first journey and assisted (A) on the second. The quantified efficiency can be communicated to the driver as a numerical value, e.g., how many liters of fuel or how much money was saved by using the driver assistance system 12. Furthermore, it is possible to determine the efficiency in comparison to similar vehicles using swarm data.

[0036] Alternatively or additionally, the control unit 14 can not only determine and compare energy consumption, but also driver safety and workload. When determining safety, accident frequencies and / or predefined driver interventions, such as hard braking, aggressive steering, or excessive speeding, can be taken into account. This determined safety information can be compared between two trips on the same route segment 18, evaluated, and communicated to the driver. When determining workload, physical interventions by the driver, such as operating an accelerator or brake pedal via leg movements, can be taken into account. This determined workload information can be compared between two trips on the same route segment 18, evaluated, and communicated to the driver. Furthermore, it is possible to determine the time spent on secondary activities using the control unit 14.The time saved by the driver through the use of the driver assistance system 12 (only from autonomous vehicles according to SAE level 3) compared to manual driving can be communicated to him in the form of a time indication, e.g. in minutes, or alternatively converted into possible secondary activities such as reading emails or watching a short film.

[0037] The advantage of this invention is therefore to provide the driver with accurate information about the benefits of using the driver assistance system, and to motivate him to use the economically and temporally advantageous driver assistance system, thereby increasing the usage rate and acceptance of driver assistance systems. Reference symbol list 10 motor vehicle 12 Driver assistance systems 14 Control unit 16 route 18th section 20 GPS Flag M Manual journey along a section of track Assisted driving along a section of the route QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 2007 / 0262855 A1

[0003] US 9,694,687 B2

[0004]

Claims

[1] Method for comparing the efficiency of manual driving and assisted driving using at least one driver assistance system (12) with a motor vehicle (10), comprising the steps: - Determining the respective energy consumptions that occurred during manual driving M and assisted driving A of the same route sections (18) using the motor vehicle (10) by means of a control device (14), wherein in assisted driving an automatic longitudinal control and / or lateral control of the motor vehicle is carried out; - Comparing the respective energy consumptions determined and outputting the result of the comparison using the control unit (14). [2] Method according to claim 1, wherein for each route (16) travelled for the first time with the motor vehicle (10) this route is divided into sections (18) of equal length and the respective energy consumption is determined for each of the sections (18), wherein the energy consumption is also determined when these sections (18) are travelled again, wherein if, when the sections (18) are travelled again - these were previously driven manually (M) and then assisted (A), and the energy consumption is compared; - these were previously driven assisted (A) and then manually (M), and the energy consumption is compared; - these were previously traversed manually (M) and then manually again (M), an average is calculated from these energy consumptions or the more efficient value is stored; - these were previously assisted (A) and then assisted again (A), an average is formed from these energy consumptions or the more efficient value is stored. [3] Method according to claim 2, wherein each starting point of the first travelled route segments (18) is assigned a GPS flag (20), wherein when the GPS flags (20) are passed again, a new energy consumption measurement is initiated for the subsequent route segment (18). [4] Method according to one of the preceding claims, wherein, when comparing, an energy saving in assisted driving compared to manual driving for a certain distance (16), an energy saving from vehicle handover and / or on average is output. [5] Method according to one of the preceding claims, wherein swarm data from other motor vehicles regarding their energy consumption during manual and assisted driving are taken into account for comparison. [6] Method according to one of the preceding claims, wherein a consumption map is created based on the energy consumption determined for the sections of track (18) travelled. [7] A method according to any of the preceding claims, wherein the method further comprises the following steps: - Determining the respective accident frequencies and / or specified driver interventions that occurred during manual (M) and assisted (A) driving of the same road sections (18) using the motor vehicle (10) or other motor vehicles, whereby in assisted driving an automatic longitudinal control and / or lateral control of the motor vehicle (10) is carried out; - Comparing the respective determined accident frequencies and / or specified driver interventions and outputting the result of the comparison. [8] A method according to any of the preceding claims, the method further comprising the following steps: - Determining the respective loads on a driver of the motor vehicle (10) when driving manually (M) and assisted (A) over the same sections of road (18) using the motor vehicle (10), wherein in assisted driving an automatic longitudinal control and / or lateral control of the motor vehicle (10) is carried out; - Comparing the respective calculated loads and outputting the result of the comparison. [9] A method according to any of the preceding claims, the method further comprising the following steps: - Determining each specified continuous time and / or continuous distance traveled without assistance at SAE Level 3 or higher; - Outputting the determined results. [10] Control device (14) for a motor vehicle (10) which is set up to carry out a method according to one of the preceding claims.

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