Apparatus for controlling longitudinal guidance of a vehicle designed for at least partially automated driving

Abstract

The invention relates to a device for controlling the longitudinal guidance of a vehicle designed for at least partially automated driving. The vehicle comprises a first operating element for controlling the longitudinal guidance by a driver, which first operating element can be locked within predetermined position limits depending on a variable representing the degree of driving automation of the vehicle and depending on a first condition. The locking of the first operating element can be released depending on the variable representing the degree of driving automation of the vehicle and depending on a second condition, a different haptic effect can be generated on the first operating element for a first mode transition from a manual mode to an automated driving and for a second mode transition from automated driving to a manual mode, the predetermined position limits can be changed depending on the vehicle acceleration, the driver can obtain a suitable adapted starting position to continue to control the vehicle when taking over the longitudinal guidance of the vehicle at least, and a seamless transition into a precisely dosed manual acceleration can be achieved by the driver without an acceleration jump.

Description

[0001] This application is a divisional application of the Chinese patent application with the international application number PCT / EP2017 / 054322, the Chinese application number 201780010776.3, the filing date of 24.02.2017 and the invention title "Device for controlling the longitudinal guidance of a vehicle designed for at least partially automated driving". TECHNICAL FIELD

[0002] The invention relates to a device for controlling the longitudinal guidance of a vehicle designed for at least partially automated driving, wherein an operating element can be locked within predetermined position limits depending on the degree of driving automation and depending on a first condition. The invention also relates to a method for controlling a pedal system and to a computer program product. BACKGROUND

[0003] Vehicles are increasingly equipped with driver assistance functions which enable supportive, partially automated, highly automated or fully automated driving, for example in order to relieve the driver of routine tasks or to support the driver in critical situations. The higher the degree of automation, the higher the requirements on sensors, actuators and computing units for supporting driving functions. For safety reasons, for example in the event of an unsafe state or in the event of a discrepancy between the functionality of the driving function and the expectations of the driver, but also because of the as yet incompletely developed regulatory authorities which assume liability in the event of an accident, the driver of such a vehicle must therefore be able to take over the driving of the vehicle within a short time. In this regard, it is known to output a so-called take-over request in the form of a graphical or acoustic driver information which occurs when the driver assistance system has an error function or is approaching its limits.

[0004] Such driver assistance functions can, for example, actively intervene in the longitudinal or lateral guidance of the vehicle or at least partially take over the longitudinal or lateral guidance of the vehicle. Distance-dependent speed regulation functions (adaptive cruise control) and various variants of steering assistance or jam assistance are known. Driver assistance functions can take over a plurality of driving tasks up to highly automated or automated driving. Such systems provide very different degrees of automation. The degree of automation can change significantly within a route due to different kinds of boundary conditions.

[0005] During the active regulation by such a driver assistance function, the driver is no longer obliged to actively operate the accelerator pedal or brake pedal for longitudinal guidance of the vehicle himself for a longer period of time, to maintain a certain pedal angle or to update the pedal angle as a result of a change in the gradient of the road or the speed of the vehicle in front. As a result, the following disadvantages arise: the driver's foot must remain in an uncomfortable position in a state of readiness to act for a longer period of time. Without separate measures, the driver's foot must usually hover tensely over one of the pedals. Alternatively, the foot can be bent or parked next to the pedal, which makes it more difficult to react quickly when the certain pedal must be operated. The risk is also increased because the accelerator pedal and the brake pedal can be confused in a situation that surprises the driver. Furthermore, the vehicle driver can also (be allowed to) sleep on the steering wheel during highly automated driving or fully automated driving. In this case, the risk of unintentionally operating one of the pedals increases.

[0006] A driver pedal module with an additional function of a "foot rest" is known from DE 10 2008 054 621 Al, DE 10 2008 054 622 Al, DE 10 2008 054 625 Al and DE 10 2008 054 626 Al, respectively, in which the driver pedal module itself directly serves as a foot rest for the driver's foot. This consistent basic principle is constructively solved in different ways in the above-mentioned documents. Thus, DE 10 2008 054 621 Al proposes an action connection of a friction element to a pedal element of the driver pedal module. The friction element is arranged on a shaft end of the pedal element. DE 10 2008 054 622 Al proposes, in order to structurally realize the driver pedal module, that the pedal element of the driver pedal module has a pedal arm on which a spring, in particular a tension spring or a pressure spring, is arranged. DE 10 2008 054 621 Al provides that the additional function of the driver pedal module as a foot rest is realized by a local change in the force / displacement characteristic curve of the driver pedal module. DE 10 2008 054 626 Al provides that the pedal element of the driver pedal module has a pedal arm which is connected with a foot rest function element or in which a foot rest function element is integrated. Common to all variants is that the additional function is activated when the automatic control device is switched on, in particular when the automatic speed regulation device is switched on. Furthermore, the additional function "foot rest" can also be combined with a start-stop function or with an environmental function, for example with an environmental mode for reducing consumption and harmful substances, and with a camera system. SUMMARY

[0007] It is desirable to create a driving pedal module and a method which is functionally improved, which on the one hand provides the driver with improved comfort and on the other hand provides the driver with increased safety.

[0008] This task is solved by a driving pedal module as described below, by a method for controlling a pedal module as described below and by a computer program product as described below.

[0009] The invention proposes an apparatus for controlling the longitudinal guidance of a vehicle designed for at least partially automated driving, comprising a first operating element for controlling the longitudinal guidance by a driver, wherein the first operating element can be locked within predetermined position limits depending on a parameter representing the degree of driving automation of the vehicle and depending on a first condition. The apparatus is characterized in that the locking of the first operating element can be released depending on the parameter representing the degree of driving automation of the vehicle and depending on a second condition, different haptic effects can be generated on the first operating element for a first mode transition from a manual mode to an automated driving and for a second mode transition from an automated driving to a manual mode, and the predetermined position limits can be changed depending on the vehicle acceleration, the driver can obtain a more or less appropriate starting position adapted to continue controlling the vehicle at least in the case of taking over the longitudinal guidance of the vehicle, and a substantially seamless transition into a precisely dosed manual acceleration can be achieved by the driver without an acceleration jump.

[0010] The apparatus can comprise or be built together with a pedal module. In particular, the operating element is a pedal which can be operated with the driver's foot. The pedal of the driving pedal module is in particular an accelerator pedal for controlling the engine power of the vehicle. However, the pedal of the driving pedal module can also be a brake pedal or a combined pedal which can not only enable control of the acceleration of the vehicle but also control of the deceleration of the vehicle. Alternatively, it can also be an operating element which can be operated with the driver's hand, for example a joystick, a so-called "throttle hand control". The operating element is preferably designed for substantially stepless control of the longitudinal dynamics of the vehicle. For example, it is an accelerator pedal or a hand-operated operating element for stepless guidance, in particular also for stepless updating of the vehicle speed.

[0011] The apparatus can be designed so that at least two first conditions can be determined and checked accordingly. Correspondingly, the apparatus can be designed so that at least two second conditions can be determined and checked accordingly.

[0012] The invention makes it possible for a pedal of a driver's pedal module to be locked in a defined angle during a driving function set for at least partially automated driving, wherein it is made possible for a driver's foot to be parked on the relevant pedal without the pedal being operated unintentionally. Here, this function of "foot parking" is not provided directly in conjunction with the activation of the driving function, but rather more precisely after a defined degree of automation has been reached and preferably within a predetermined time interval before the (defined) user action at the time of reaching the degree of automation is checked additionally or after it has been detected or recognized as sufficient at the time of reaching the degree of automation. The latter constitutes a first condition.

[0013] The user action is preferably a defined user action of the driver. Here, a defined user action can be understood to mean an action of the user on at least one defined operating element of the vehicle, in particular an operating element for controlling the longitudinal guidance and / or the lateral guidance of the vehicle. Furthermore, a defined user action of the driver can relate to a combination of actions of the driver on at least two different operating elements of the vehicle, in particular within a defined (narrowly defined) time interval.

[0014] The checking of the defined user action as a first condition can comprise, for example, whether the pedal is not actively operated and / or whether the driver's foot is not in contact with the pedal within a predetermined time interval before the time of reaching the degree of automation. Furthermore, the user action can also be a defined operating posture of the driver which is recognized by means of an operating posture recognition device in connection with the guidance of the vehicle. The user action can be, for example, a confirmation of vehicle information which is output in connection with the partially automated or highly automated driving (current or starting in the short term).

[0015] The defined user action can be, for example, also the detection or the (active) detection permitted from the driver's side of the driver's identity, for example using biometric information. It can be determined here that the driver is informed about the risks or conditions of the automated driving and is authorized to operate the automated driving.

[0016] The first condition can also be a setting in the vehicle carried out by the driver of the vehicle with which it is explicitly or implicitly desired to lock the pedal when driving at least partially automatically. To this end, the driver can operate an operating element or make a selection in a context menu with the corresponding meaning, for example.

[0017] The disadvantages existing in the prior art are solved by a combination of increased safety and increased comfort for the driver of a vehicle designed for at least partially automated driving.

[0018] In a critical situation, the driver can thus act or react from a foot position known to him from manual driving and / or when there is already a tactile contact between his feet and the defined pedals. Thereby, the time required to find the pedals to be operated by the driver, for example tactilely or kinesthetically (in the case of a sudden take-over request of a driver assistance function), can also be significantly reduced. Furthermore, the driver's autonomy and so-called subjective safety, especially when dealing with the vehicle, can be significantly improved by the present application for at least partially automated driving.

[0019] The pedal module, in particular at least one pedal of the pedal module, can be designed with at least one sensor for detecting a user action. Here, the sensor can be designed to detect a user action performed or attempted to be performed independently of a significant change in the pedal position, for example the pedal angle. For example, the at least one sensor can be a (substantially) flat, for example piezoelectric or capacitive, sensor that detects the driver's foot on the matching pedal.

[0020] The term "degree of automation" is understood in the present description as the share of driver tasks that can be implemented automatically, or as the proportion of driver tasks that can be performed automatically to the driving tasks to be assumed by the driver. The degree of automation can be expressed or represented by a qualitative or quantitative parameter representative of the degree of automation. In particular, the parameter representative of the degree of automation of the vehicle driving is respectively a current parameter with respect to current boundary conditions and / or a not long past parameter and / or a parameter with respect to a not long future.

[0021] The practically achievable degree of automation of a driver assistance function known from the prior art, which does not significantly increase the risk, can vary greatly depending on a plurality of boundary conditions, for example depending on the specific traffic situation, the traffic characteristics, the special situation of the construction, the behavior of other traffic participants in the environment, the quality of the navigation data, the (typically lacking) real-time capability of the vehicle exterior data, etc. For example, the parameter representative of the degree of automation can be considered high when the degree of automation rises and has exceeded a defined scale, and / or the parameter representative of the degree of automation is considered low when the degree of automation falls and has fallen below a predetermined scale. It is particularly preferred that a time-accumulating scale of the degree of automation can be taken into account.

[0022] For example, a scale or a category value defined according to VDA (Verband der Automobilindustrie) can be considered as a parameter representative of the degree of automation. This can be, for example, a level or a category value for the following degrees of automation:

[0023] A1 : supportive driving;

[0024] A2: partially automated driving;

[0025] A3: High degree of automated driving;

[0026] A4: Automated driving;

[0027] A0: Reporting confidence of unknown or low degree of automation.

[0028] Furthermore, the quantity representative of the degree of automation takes into account the determination of the achievable or suitable degree of automation individually, selectively or in a determined combination. For example, the quantity representative of the degree of automation of the driving can also be considered selectively with respect to at least two different aspects of the automation of the vehicle movement and / or two or more different driver assistance functions in the control unit of the vehicle, for example with respect to the longitudinal guidance of the vehicle and / or the lateral guidance of the vehicle and / or the execution of a lane change and / or the execution of an overtaking maneuver and / or driver information, in particular in connection with the driving of the vehicle.

[0029] Herein, all discussed features of the application can be applied separately and differently to the different aspects of automation.

[0030] The quantity representative of the degree of automation can also be determined and / or take into account the driver's preset values and / or the driver's pre-stored operating history and / or parameters stored in the backend and retrievable by the vehicle or further suitable criteria, for example road type, etc.

[0031] It is particularly preferred that the device according to the application is designed to determine a quantity representative of the degree of automation of the vehicle for the current or predicted degree of automation, in particular within a time interval of + / - 2 seconds. This can be realized, in particular, also in the near future of approximately 1 to 30 seconds. In particular, the pedal system can be designed to determine, in particular to read in, a measure of the degree of automation from a further device within or outside the vehicle.

[0032] When discussing "locking" in this specification, it is therefore to be understood as at least partial mechanical blocking and / or movement limitation of the pedal, for example within a determined position limit or pedal angle value. A significantly increased movement resistance of the pedal also belongs to the term "blocking". Herein, the predetermined position limit or locking can relate to one or more degrees of freedom of the pedal. For example, the pedal or the mechanism for locking is designed such that the pedal is essentially held within the predetermined position limit by means of one or more actuators. The actuators can be such actuators for adaptively controlling the so-called pedal force feedback.

[0033] The predetermined position limit of the pedal is, as described, the pedal angle. The position can also be a three-dimensional (3D) position, for example when the pedal does not rotate about an axis when it is operated, but rather slides, swings or performs a parallel stroke.

[0034] With the locking of the pedal, the operating characteristics of the at least one (associated) pedal change. The change in the operating characteristics can be set in the pedal module as a result of the locking and / or by means of a corresponding concomitant electronic control. In particular, here the influence of the driver on the longitudinal guidance of the vehicle can be significantly limited, prohibited or restricted to emergency functions.

[0035] The locking can be an electromechanical, in particular electromagnetic, limitation of the pedal movement. Alternatively or additionally, the pedal can be held within predetermined limits by an actuator, in particular an open-loop controlled or closed-loop controlled actuator. It can also be provided that the counterforce of the associated pedal is changed by one or more parameters.

[0036] The first condition can thus relate to the current degree of automation, the (predicted) degree of automation determined for the near future and the trend of the degree of automation. The degree of automation can relate to a determined driving profile or driver profile. The degree of automation can also apply to different aspects of the vehicle movement automation and / or to different driver assistance functions of the vehicle, which relate to the longitudinal guidance and / or the lateral guidance of the vehicle.

[0037] The locking of the pedal can be released in accordance with the application in dependence on a parameter representing the degree of automation and a second condition. For example, a locking of the pedal which occurs for safety reasons, for example when the driver is asleep during highly automated driving, can only be released when the driver is sufficiently alert or attentive. The second condition can in simple cases be a setting in the vehicle by or by the driver and by means of which the release of the pedal locking is desired.

[0038] Here, the second condition, i.e. the determination of the second condition, can be related to or considered differently in dependence on the first condition.

[0039] In particular, the locking can be released when the current or the (predicted) degree of automation determined for the near future is below a predetermined scale. The degree of automation can be considered to be sufficiently low when the degree of automation falls, for example according to the previously described levels or categories, and has fallen below a determined scale. The second condition can thus likewise relate to the current degree of automation, the (predicted) degree of automation determined for the near future and the trend of the degree of automation. It can also be provided that the second condition relates to a determined driving profile or driver profile.

[0040] According to an expedient embodiment, the second condition can comprise a take-over request with respect to the longitudinal guidance of the vehicle to be performed by the driver. The take-over request can be generated with means of the vehicle, for example a system for at least partially automated driving, and / or transmitted to the driver via a human-machine interface. This can be done, for example, in dependence on a completed or anticipated decrease in the degree of automation and / or in dependence on the traffic situation prevailing at the time.

[0041] The take-over request can be a so-called takeover request (TOR) or a handover request (HOR) or an explicit request for operating the pedals and / or other operating elements of the vehicle, in particular the steering wheel. In the HOR, the driver is requested to place his hands and / or feet on the relevant operating elements so that he can intervene as necessary.

[0042] Such a mode of operation can be particularly expedient when an "important driver task" with respect to the longitudinal and / or lateral guidance of the vehicle is to be performed. Such an important driver task can be an acceleration or deceleration of the vehicle which is expected by the driver and which is in addition to an acceleration or deceleration which has been performed by at least partially automated driving, said additional acceleration or deceleration being to be performed additionally or in conjunction with an acceleration or deceleration determined by the vehicle automation.

[0043] The second condition can relate to the urgency of the take-over request or the criticality of the traffic situation prevailing at the time or expected in the short term.

[0044] According to an expedient embodiment, the first condition is designed as a user action, in particular a determined user action, which has been detected within a predetermined time interval before the time at which the degree of automation is reached or is detected at the time at which the degree of automation is reached. In particular preferably, the first condition comprises information as to whether at least one operating element for controlling the longitudinal guidance of the vehicle and / or an operating element for controlling the lateral guidance of the vehicle has not been actively operated within the predetermined time interval. This includes the absence of contact of the driver's feet or hands with the operating element for controlling the longitudinal guidance of the vehicle and / or the operating element for controlling the lateral guidance of the vehicle.

[0045] According to a further expedient embodiment, the at least one first condition and / or the at least one second condition, which is representative of a parameter of the degree of automation of the vehicle, comprises a determination of the automation of the vehicle for the near future. Here, the device can be designed to lock the operating element when the degree of automation determined for the near future, for example in the range between 1 and 30 seconds, exceeds a predetermined measure.

[0046] According to a further expedient embodiment, the at least one second condition comprises an action of the driver beyond a predetermined dimension with an operating element for controlling the lateral guidance of the vehicle. Here, the device can be designed to be unlocked when an action of the driver beyond a predetermined dimension associated with the operating element for controlling the lateral guidance of the vehicle is recognized. In particular preferably, the action of the driver can comprise touching, in particular grasping, the operating element for controlling the lateral guidance of the vehicle. The operating element for controlling the lateral guidance of the vehicle can in particular be a steering wheel of the vehicle. Furthermore, the operating element for controlling the lateral guidance of the vehicle can also be designed as a joystick or the like. The operating element for controlling the lateral guidance of the vehicle can be constructed together with the operating element for controlling the longitudinal guidance of the vehicle, or comprise the same or adjacently arranged handle surfaces.

[0047] Grasping, in particular a wrap-around grasp, of the operating element for controlling the lateral guidance of the vehicle can be determined by means of at least one sensor, in particular a capacitive or inductive sensor, on the operating element. Such a sensor can also enable determination of whether the contact surface (grasp surface) and / or the force, in particular the wrap-around grasp force, of the driver exceeds a determined dimension. In particular preferably, the device is designed to detect an action of the driver on the steering wheel of the vehicle and to check whether this action of the driver exceeds a predetermined dimension. Furthermore, the device is designed to unlock the operating element for controlling the longitudinal guidance of the vehicle in dependence on the check of the detected action of the driver on the steering wheel of the vehicle.

[0048] According to a further expedient embodiment, the at least one second condition comprises a request for assumption of the longitudinal guidance of the vehicle to be performed by the driver, which can be determined using a means of the vehicle. Such a request for assumption can be a request generated with a means of the driver assistance function, which is output when the driver should assume at least the longitudinal guidance of the vehicle. Such a request for assumption can be output, for example, in dependence on (changing) environmental conditions or a change of state or an operating mode of the driver assistance function.

[0049] According to a further expedient embodiment, the second condition comprises a request for assumption of lateral guidance of the vehicle to be performed by the vehicle driver, in particular a steering preparation and / or a steering action. The second condition for releasing the locking of the pedals is determined when the steering wheel sensor detects a grip and / or a determined steering action. The steering preparation can be detected by means of so-called hand sensors on the steering wheel and / or by means of a camera arranged in the interior space of the vehicle. Such sensors, for example based on capacitance, are known to the person skilled in the art. The steering action can be identified by means of a steering angle sensor or a steering force detection device. The second condition exists, for example, when an increased, above a certain scale, encircling grip force is determined on one or both positions of the steering wheel and a force of the driver's feet acting simultaneously on one of the pedals is determined.

[0050] Here, the device can be designed to release the locking when it is determined, using means of the vehicle, for example by means of a driver assistance function, that the driver who should be in a steering preparation state must perform at least one steering action. Here, in the case of a request to perform a (determined) steering action, the driver can also be offered the possibility of performing a corresponding longitudinal guidance of the vehicle derived from the determined maneuver association.

[0051] According to a further expedient embodiment, the at least one second condition is or comprises the recognition of an assumption willingness and / or assumption ability of the driver in the driving task, in particular the longitudinal guidance of the vehicle. The assumption willingness can be recognized by means of a combination of a plurality of criteria. For this purpose, for example, an analysis of the body posture, for example the posture for operating the steering wheel and / or the posture for operating the pedals and / or a (rapid) body movement from, for example, a half-lying position to a driving readiness position, can be used. The assumption willingness or assumption ability can be determined by means of an interior space camera of the vehicle, for example, when the recognized hand (rapid) movement of the driver to the steering wheel or the gripping of the steering wheel. Similarly, for this purpose, a readiness state of the pedals operating the driving pedal module can also be recognized. A combination of these postures is also possible.

[0052] Alternatively or additionally, the release of the locking can be prevented in the case of an assumption inability or can also be linked to further conditions.

[0053] Furthermore, the assumption ability can be recognized by means of driving actions of the driver. For this purpose, interior space cameras and the like can be used as sensors. Likewise, the assumption inability can be determined by means of a plurality of critical operating errors carried out by the driver.

[0054] According to a further expedient embodiment, the at least one first condition and / or the at least one second condition relate to a necessity of performing a determined maneuver and / or processing a recommendation determined with means of the vehicle. To this end, information about the respective maneuver, for example in the form of a processing indication, can be output to the driver of the vehicle. For example, according to an environmental detection determination, the influence of the driver on the pedal can be disadvantageous when the vehicle has to be dynamically maneuvered for safety reasons. In this case, the pedal is temporarily locked. Unlocking is achieved with an alternative operating process or a safety operating process. A further example can be determined according to an environmental detection determination: the determined maneuver or the longitudinal guidance of the vehicle at least at the time of the maneuver should exceptionally be performed by the driver. Here, information about the maneuver, for example in the form of a processing indication, is output to the driver. Accordingly, the lock on the pedal is released.

[0055] According to a further expedient embodiment, the at least one first condition and / or the at least one second condition relate to one or more of the following parameters determined with means of the vehicle: attention state of the driver, view direction, accommodation of the vision, driver state recognition, in particular vigilance state of the driver, sleep state, blink recognition, dozing state. It is expedient to differentiate the attention state with respect to which determined lane regions and / or objects are concerned. The objects can be a currently relevant traffic participant, a vehicle in front of the own vehicle or a vehicle driving behind the own vehicle. Thus, it can be checked as an additional condition before the complete release of the lock or the pedal is transferred to the manual mode whether the driver actually sees or has seen the lane. It can also be checked, for example by means of an eye tracker, whether the driver has seen the lane region and / or the objects on the lane or has observed through the rearview mirror when this is important for the pedal operation.

[0056] In particular, the driver state recognition comprises a general driving-related state of the driver and / or a current state of the driver with respect to the presence of a driver task. For example, when it is determined that the driver is asleep or inattentive, a lock of the pedal can be implemented. Furthermore, according to the expected need, the driver can first be alerted to participate in the driving action and then the lock of the accelerator pedal is released.

[0057] According to a further expedient embodiment, the at least one first condition and / or the at least one second condition are provided by a mobile user device to a computing unit which determines the at least one first condition and / or the at least one second condition at least partially with sensors of the user device. This means that an application (short: App) running on the mobile user device processes information when locking or releasing the pedal. Such an application can thus evaluate the physical state of the driver as a driver parameter and input it into the pedal control device.

[0058] In particular, the mobile user device is a user device that is carried by the vehicle (carried), such as a smartphone, a tablet, a smartwatch, so-called data glasses or a Smart-Closes. Particularly preferably, the mobile user device is a user device that is wearable on the body of the driver. In particular, the at least one driver parameter is a parameter of the body of the driver that is detected using sensors of the user device, such as a tiredness parameter, a sleep parameter, a pulse, so-called brain waves, such as alpha waves, beta waves, theta waves, or values related thereto. The mobile user device can comprise a corresponding or correspondingly configured interface for exchanging data with the vehicle or with the device and can be configured for operating with the device, for example by means of an App.

[0059] According to a further expedient embodiment, the locking of the operating element is implemented substantially steplessly or at least in two steps, wherein at least one parameter of the locking, in particular at least one predetermined position limit, is related to a qualitative and / or quantitative parameter of the at least first condition.

[0060] The at least two-step locking of the operating element can be understood as at least two position limits, for example angle limits, in or from which the movability of the operating element is limited.

[0061] A further expedient embodiment provides that the unlocking is implemented steplessly or at least in two steps. Here, at least one parameter of the unlocking can be related to a qualitative and / or quantitative parameter, in particular to the at least one second condition. In particular, it can be provided that the at least one parameter of the unlocking is designed as a time interval, which represents the time until at least one determined first unlocking state or a determined step of the unlocking is reached. In other words, the locked pedal can also be released stepwise or delayed stepwise, i.e. it can be made movable or operable by the driver. Here, the unlocking can be implemented depending on which second condition or combination of at least two second conditions is present and / or depending on a quantitative parameter of the second condition.

[0062] According to a further expedient embodiment, the predetermined position limit of the at least one automated driving mode for the vehicle is located outside the further position limit defined by the driver for at least partial manual driving. For example, the pedal can continue to move towards the driver and / or assume a further angle. Thus, a more comfortable pedal position for long automated driving can be achieved. For example in order to improve comfort or reduce muscle immobility, the pedal can also be moved (actively) within the predetermined position limit in the highly automated mode.

[0063] According to a further expedient embodiment, at least one of the predetermined position limits is related to one or more of the following criteria: a degree of automation related to the current driving; a speed range related to the current driving; a current seat position or seat setting of the driver; a body position or posture of the driver; a related driver; a state of alertness of the driver. In other words, the predetermined position limits of the pedal can also be adjusted to differ from at least one position for operating the pedal by the driver, depending on body size, seat position or depending on the driver's expectations in terms of automated driving. Operating the pedal by the driver takes place in a driving mode without automation or with low automation. The predetermined position limits can be changed before or during automated driving. In particular, the pedal can be brought into a mode with corresponding position limits and, if necessary, with a massage function, depending on the above-mentioned criteria. Thereby, the locked pedal can improve the comfort of the driver or be adapted to special requirements.

[0064] A further expedient embodiment provides that the predetermined position limits are selected in terms of their angle and / or their position such that the predetermined position limits are located between a first position range which causes the vehicle to accelerate in at least a partially manual driving mode of the vehicle and a second position range which causes the vehicle to decelerate in at least a partially manual driving mode of the vehicle. This embodiment variant can be used, for example, in electrically operated vehicles in which the pedal can be used not only to control acceleration but also to control deceleration. In this case, the predetermined position limits can be located between a position for accelerating the vehicle and a position for decelerating the vehicle when driving with high automation.

[0065] It can also be expedient that the predetermined position limits are variably selected. Alternatively, the predetermined position limits can be changed depending on the vehicle acceleration. The driver can obtain a more or less appropriately adapted starting position to continue to control the vehicle at least in the case of taking over longitudinal guidance of the vehicle. A substantially seamless transition into precisely dosed manual acceleration can be achieved by the driver without acceleration jumps.

[0066] A further expedient embodiment provides that a third condition is checked instead of the first condition, which third condition, if applicable, is processed instead of the second condition for deciding whether to release the lock of the pedal. In particular, the alternative third condition can be used to control a check of the driver's identity or driver's rights scale, for example to control authorization of the vehicle by means of a driver assistance function.

[0067] It can also be provided that a fourth condition is checked instead of the second condition, which fourth condition, if applicable, is processed instead of the second condition for deciding whether to release the lock of the pedal. The fourth condition can thus relate to a mechanical or electromechanical action of the driver on the pedals, steering wheel or other operating elements of the vehicle. The fourth condition can for example be used to control a check of the driver's identity or a driver's rights scale, for example to authorize the vehicle without the aid of a driver assistance function.

[0068] It can also be provided in this regard that the third condition and / or the fourth condition relate to a combination of a predetermined force of the driver on the steering wheel, wherein the force can be detected by means of pattern recognition. For example, a defined combination of a reciprocating movement or a defined manual action, for example a determined force, on the steering wheel can be monitored and detected here. The third condition and / or the fourth condition can also relate to a combination of the operation of at least two different operating elements of the vehicle.

[0069] According to a further embodiment, the third condition is present when a pressure of the driver's foot on the pedal, in particular a determined pressure sequence or pressure direction, is detectable. In other words, the pedal can be placed in a manual operating state or mode in the case of mechanical redundancy, i.e. without taking into account further criteria. This means that, in this variant, the first condition and / or the second condition can therefore be overridden by means of the third condition and / or the fourth condition in the presence of the first condition and / or the second condition at the same time. A simple, in particular mechanical or electromechanical, redundancy with ASIL (Automotive Safety Integrity Level) capability can thus be achieved. Here, the redundant fourth condition can comprise a pressure on the pedal that exceeds a certain force, in particular a plurality of pressures. Alternatively, a lateral force caused by the foot under the pedal or a force acting in the opposite direction can represent the presence of the fourth condition.

[0070] To solve this task, a vehicle having means for at least partially automated driving and having a pedal system is also proposed, wherein the pedal system is configured as described above. The vehicle has the same advantages as the pedal system according to the invention as described above in connection with the advantages.

[0071] The application also proposes a method for operating an at least partially automated driving of a vehicle, which has the above-mentioned device. The method comprises the steps of determining a variable representing the degree of driving automation of the vehicle, determining the presence or absence of at least one first condition and / or at least one second condition, and promoting, depending on the variable representing the degree of driving automation of the vehicle and the at least one first condition, a locking of the operating element for controlling the longitudinal guidance of the vehicle within predetermined position limits. The method is characterized in that, depending on the variable representing the degree of driving automation of the vehicle and the at least one second condition, a release of the locking of the operating element for controlling the longitudinal guidance of the vehicle is promoted.

[0072] The method according to the application has the same advantages as described above in connection with the pedal system according to the application.

[0073] The method can further be designed as described above.

[0074] Finally, a computer program product is proposed, which can be directly loaded into the internal memory of a digital computer and comprises software code portions for performing the steps of the method described herein when the product is run on a computer. The computer is in particular a computing unit of a vehicle or of a pedal module. The computer program product can be stored on a storage medium, for example on a USB stick, a DVD, a CD-ROM, a hard disk or the like. Likewise, the computer program product can be transmitted via a communication connection (wireless or wired).

[0075] The accelerator pedal according to the application allows an increase in objective safety and a reduction in the risk of incorrect operation. Subjective safety is increased since the driver does not have to tense his foot by using the accelerator pedal as a foot support in the automated driving mode. In addition, the comfort for the driver is significantly increased. A further advantage is that, if the longitudinal guidance of the vehicle needs to be taken over, the time taken is reduced, since the foot is already on the correct pedal before the control is taken over. A further advantage is that an acceleration jump in the case of a takeover of the longitudinal guidance after a highly automated driving mode can be avoided, thus increasing the driving comfort and safety when guiding the vehicle. BRIEF DESCRIPTION OF DRAWINGS

[0076] The application is explained in more detail by means of the embodiments in the drawings. In the drawings:

[0077] Figure 1 a schematic diagram of a device according to the application for controlling the longitudinal guidance of a vehicle designed for at least partially automated driving; and

[0078] Figure 2 a state diagram illustrating the control of the accelerator pedal according to the application according to an embodiment. DETAILED DESCRIPTION

[0079] Figure 1 A device according to the application for controlling the longitudinal guidance of a vehicle 1 designed for at least partially automated driving is shown in the form of a pedal module 10. For the sake of illustration only, the pedal module 10 comprises one sole pedal 11 as an operating element, for example for controlling the engine power and colloquially referred to as the gas pedal. Alternatively, the pedal 11 can also be a brake pedal or a combined pedal which allows not only the control of the acceleration of the vehicle but also the control of the deceleration of the vehicle.

[0080] According to the respective position, for example the pedal angle relative to the original position, a corresponding signal 15 representing the position or movement of the accelerator pedal is transmitted to a computing unit 13 of the pedal module 10. The computing unit 13 constitutes a device for processing the signal 15 and, as a result of the processing, transmits control parameters 17 to a further computing unit 18 for the longitudinal guidance of the vehicle. The computing unit 18 itself is in turn connected to systems, for example actuators, sensors and the like, which are not shown in more detail in the figure, for the at least partially automated driving of the vehicle 1. The computing unit 18 enables the (partially) automated operation of vehicles with different degrees of automation. The degree of automation can exist as a level or class value, for example as defined according to VDA. This is, for example:

[0081] A1 : supportive driving;

[0082] A2: partially automated driving;

[0083] A3: highly automated driving;

[0084] A4: automated driving;

[0085] A0: unknown or low reporting confidence of the degree of automation.

[0086] If the vehicle 1 is operated by means of automatic speed regulation, for example by means of cruise control (degree of automation A1 ) or by means of adaptive cruise control (degree of automation A2), the operation of the pedal 11 by the driver of the vehicle 1 becomes superfluous. In order to end the automatic speed regulation again at any time, for example in the event of a sudden danger situation, the foot of the driver should remain as close as possible to the pedal 11. According to the embodiment described here, in order to also set an increased comfort for the driver at the same time, the driver can leave or rather place his foot on the pedal mat of the pedal 11 when the pedal 11 is locked and serves as a “foot rest”.

[0087] As soon as the computing unit 18 for at least partially automated driving outputs the information that the degree of automation is sufficiently high and at the same time has determined as a condition that, for example, the pedal 11 has not been actively operated within a predetermined time interval and / or the driver's foot is not in contact with the pedal 11, the pedal 11 is locked. The first condition can also be a setting in the vehicle that the pedal 11 is to be locked when the degree of automation is not sufficiently high for automated driving. It can be considered as a further criterion that the operation of the pedal by the driver is expected to become unnecessary for a relatively long time immediately following. In this case, the pedal 11 can be used as a foot rest.

[0088] The device can be designed in such a way that the parameter representing the degree of driving automation of the vehicle 1 and the at least one first condition for locking the at least one pedal 11 within the predetermined position limits and / or the at least one second condition for unlocking the at least one pedal 11 within the predetermined position limits must be present at the same time and / or within a predetermined (for example from 1 second to 5 seconds) time interval.

[0089] When transitioning from manual driving to (partially or highly) automated driving mode, an effect or a vibration is generated by the actuator 12 of the pedal 11 that produces a haptic sensation, so that the driver can perceive the mode transition. If the driver does not want the pedal 11 to be locked, a brief pressing of the pedal or the implementation of a defined further operating action during the mode change is sufficient to prevent the pedal 11 from being locked. Visualizing the mode change or additionally outputting a sound is appropriate.

[0090] As the pedal 11 transitions into (partially or highly) automated mode, the pedal 11 leaves its position for manual driving and becomes the described foot rest. The foot rest can be adjusted automatically or at the driver's wish so as to achieve a comfortable sitting position for the driver. Here, the adjustment remains without effect on the longitudinal guidance of the vehicle, in particular on the acceleration of the vehicle.

[0091] If the driving task is to be assumed by the driver, a signal, for example a so-called takeover request (TOR) or a hand request (HOR) or a foot touch request (FOR), is output to the driver of the vehicle by the computing unit 18. Then, when the driver holds the steering wheel, the lock is released. The release of the lock can be done immediately or in stages. Thus, the pedal 11 is again fully or partially released to control the acceleration or deceleration of the vehicle.

[0092] At the mode transition from automated driving to manual mode, a further haptic action is implemented on the pedal 11 by the actuator 12. Preferably, this haptic action can be distinguished from the haptic action transferred to the pedal 11 at the transition from manual mode to automated driving. Here, it is ensured that the driver has perceived the mode transition, so that sudden, excessive acceleration or deceleration due to the foot resting on the pedal 11 can be avoided.

[0093] Furthermore, the driver can cause the release of the pedal lock even without assuming the request. This is done, for example, by the driver pressing the steering wheel handle with both hands together or implementing another predefined action or predefined force or a combination thereof. In particular, other operating elements can be operated or functions can be selected via the human-machine interface in a selection menu.

[0094] Figure 2 An embodiment is shown in the form of a simplified state diagram. The first state, the manual mode, is denoted by reference numeral 201, the second state, the automated mode, is denoted by reference numeral 202. Reference numerals 203, 204 and 205 represent state transitions between the first state 201 of the manual mode and the second state 202 of the automated driving.

[0095] The manual mode serves for acceleration and / or deceleration control of the vehicle by the driver by consciously operating the pedal 11. In other words, the pedal 11 is depressed by the driver in a conventional manner in order to increase the engine power, for example. In the highly automated mode, the pedal is locked or can be moved within a certain position limit. Thus, the pedal can be used as an ergonomic foot rest, wherein the force acting on the locked pedal does not influence the longitudinal guidance of the vehicle, in particular the acceleration.

[0096] The transition from the first state 201 of the manual mode to the second state 202 of the automated driving takes place depending on the degree of driving automation and depending on a first condition 203. It is checked here whether the pedal has not been actively operated within a predetermined time interval and / or whether the driver's foot is not in contact with the pedal. The first condition can also be a setting in the vehicle that the pedal 11 is to be locked at an automated driving with a degree of automation that is not high enough.

[0097] The transition from the second state 202 of the automated driving to the first state 201 of the manual driving takes place depending on the degree of driving automation, for example the current or a future determined degree of automation being below a predetermined scale, and in the presence of a second condition. The second condition can include, for example, a request for assumption in terms of longitudinal and / or lateral guidance of the vehicle to be performed by the driver, for example a braking process or a steering intervention on a very curved road.

[0098] The state transition 205 can enable a transition from the second state 202 of automated driving to the first state 201 of manual mode by means of a redundancy condition, for example in the event of an automated failure or malfunction. If such an alternative or redundancy condition exists, it has priority over the state transition 204. The alternative or redundancy condition can be, for example, a back-and-forth movement and / or a specifically defined action on the steering wheel. Likewise, the alternative or redundancy condition can be a combination of the operation of two or more different operating elements of the vehicle.

[0099] A further alternative condition comprises a defined pressure or pressure sequence or pressure direction on the pedal 11 by means of the driver's foot. Thereby, in particular a safety-relevant state transition can be created.

[0100] List of reference signs

[0101] 1 vehicle

[0102] 10 pedal module

[0103] 11 pedal

[0104] 12 actuator

[0105] 15 signal (this signal represents the position / movement of the pedal)

[0106] 17 control parameter

[0107] 18 computing unit

[0108] 201 first state

[0109] 202 second state

[0110] 203 state transition

[0111] 204 state transition

[0112] 205 state transition

Claims

1. A device for controlling the longitudinal guidance of a vehicle (1) designed for at least partially automated driving, comprising a first operating element (11) for controlling the longitudinal guidance by a driver, wherein, The first operating element (11) can be locked within a predetermined position limit according to a parameter representing the degree of driving automation of the vehicle (1) and according to a first condition. The characteristic is that the locking of the first operating element (11) can be released according to the parameter representing the degree of driving automation of the vehicle (1) and the second condition. For the first mode transition from manual mode to automated driving and for the second mode transition from automated driving to manual mode, different tactile sensations can be generated on the first operating element (11), and The predetermined position limits can be changed according to the vehicle's acceleration, allowing the driver to obtain a more or less suitable starting position while at least taking on longitudinal guidance of the vehicle, to continue controlling the vehicle, and a substantially seamless transition to precisely quantifiable manual acceleration can be achieved by the driver without acceleration jumps.

2. The device according to claim 1, characterized in that, The first condition is designed as a defined user action that has been detected within a predetermined time interval before the point of automation is reached, or is detected at the point of automation is reached.

3. The device according to claim 1 or 2, characterized in that, The first condition and / or the second condition, which are parameters representing the degree of automation of vehicle (1) driving, include the degree of automation of vehicle (1) driving to be determined in the near future.

4. The device according to claim 1 or 2, characterized in that, The device includes a second operating element for controlling the lateral guidance of the vehicle (1), and the second condition includes a movement by the driver using the second operating element for controlling the lateral guidance of the vehicle (1) that exceeds a predetermined scale.

5. The device according to claim 1 or 2, characterized in that, The second condition includes a request for undertaking longitudinal guidance of the vehicle (1) to be performed by the driver, as determined by the device of the vehicle (1).

6. The device according to claim 1 or 2, characterized in that, The second condition includes a request for undertaking lateral guidance of the vehicle (1) to be performed by the driver of the vehicle (1).

7. The device according to claim 6, characterized in that, The request to undertake lateral guidance of the vehicle (1) to be performed by the driver of the vehicle (1) is a steering preparation and / or steering action.

8. The device according to claim 1 or 2, characterized in that, The second condition is to identify the driver's willingness and / or ability to undertake driving tasks.

9. The device according to claim 8, characterized in that, The driving task is longitudinal guidance of the vehicle (1).

10. The device according to claim 1 or 2, characterized in that, The first condition and / or the second condition relate to the necessity and / or processing recommendations for performing the determined manipulations as determined by the devices of the vehicle (1).

11. The device according to claim 1 or 2, characterized in that, The first condition and / or the second condition are related to one or more of the following parameters determined using the devices of the vehicle (1): —The driver's attention, gaze direction, and visual accommodation; — Driver status recognition.

12. The device according to claim 11, characterized in that, The driver state recognition refers to the driver's alertness, sleep state, blinking recognition, or drowsy state.

13. The device according to claim 1 or 2, characterized in that, The first condition and / or the second condition are provided to the computing unit by the mobile user device, which at least partially utilizes the sensors of the user device to determine the first condition and / or the second condition.

14. The device according to claim 1 or 2, characterized in that, The locking of the first operating element (11) can be implemented substantially steplessly or at least in two stages, wherein at least one parameter of the locking is related to the qualitative and / or quantitative parameters of the first condition.

15. The device according to claim 14, characterized in that, At least one parameter of the lock is at least one predetermined position limit.

16. The device according to claim 1 or 2, characterized in that, The predetermined position limit for at least one automated driving mode of the vehicle (1) is located outside of additional position limits defined by the driver for at least partially manual driving.

17. The device according to claim 1 or 2, characterized in that, At least one of the predetermined position limits is related to one or more of the following criteria: —The level of automation relevant to current driving; —The speed range relevant to the current driving situation; —The driver's current seat position or seat adjustment; —The driver's body position or posture; —The drivers involved; —The driver's state of alertness.

18. The device according to claim 1 or 2, characterized in that, The predetermined position limits are selected in terms of their angle and / or position such that the predetermined position limits are located between a first position range and a second position range, the first position range causing vehicle acceleration in at least a portion of the manual driving mode of the vehicle (1), and the second position range causing vehicle deceleration in at least a portion of the manual driving mode of the vehicle (1).

19. The device according to claim 1 or 2, characterized in that, Check the third condition that replaces the first condition, and if applicable, process it in place of the first condition to determine whether to lock the pedal.

20. The device according to claim 1 or 2, characterized in that, The fourth condition, which replaces the second condition, is checked and, if applicable, processed in place of the second condition to determine whether to release the pedal lock.

21. The device according to claim 19, characterized in that, The third condition relates to a predetermined combination of forces exerted by the driver on the steering wheel, wherein the forces can be detected by a pattern recognition device.

22. The device according to claim 20, characterized in that, The fourth condition relates to a predetermined combination of forces exerted by the driver on the steering wheel, wherein the forces can be detected by a pattern recognition device.

23. The device according to claim 19, characterized in that, The third condition exists when the pressure exerted on the pedal by the driver's foot can be detected.

24. The device according to claim 23, characterized in that, The third condition exists when a defined pressure sequence or pressure direction can be detected.

25. A device having means for at least partially automated driving and having a pedal module, wherein, The pedal module is the device according to any one of claims 1 to 24.

26. A method for operating a vehicle with at least partially automated driving, the vehicle having the equipment according to any one of claims 1 to 25, the method comprising the steps of: —Measure parameters that represent the degree of automation in vehicle (1) driving. —Determine whether the first and / or second conditions exist. —Based on the parameters representing the degree of automation of vehicle (1) driving and the first condition, the first operating element (11) used to control the longitudinal guidance of vehicle (1) is locked within a predetermined position limit. Its features are, Based on the parameter representing the degree of automation of vehicle (1) driving and the second condition, the locking of the first operating element (11) used to control the longitudinal guidance of vehicle (1) is released, and For the first mode transition from manual mode to automated driving and for the second mode transition from automated driving to manual mode, different tactile effects are produced on the first operating element (11).

27. A storage medium storing a software code portion of a computer program product, wherein when the computer program product is run on a computer, the software code portion performs the steps of the method according to claim 26.

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