Longitudinal driver assistance system in a motor vehicle

Abstract

Longitudinal guidance driver assistance system in a motor vehicle - with a detection system (E2) for the predictive detection of multiple events (ei), each of which leads to a change in the target speed (vsoll_2) starting from a currently achieved target speed (vsoll_1=vist), and - with a functional unit (FE) in which an event selection function (EA) can be activated when a plurality of events (ei) occur relatively close together in a given observation period (Δt), - wherein the event selection function (EA) can determine a changed target speed (vsoll_2) for the longitudinal guidance control such that: (i) in a first step only the events are selected that lead to a reduced target speed starting from the actual speed (vist), (ii) in a second step only the events are selected,(iii) events that have a reduced target speed compared to the respective preceding event, and (iii) in a third step, only those events are selected that have a defined minimum distance (dtmin) from the respective preceding event.

Description

[0001] The invention relates to a longitudinally guiding driver assistance system in automated longitudinal guidance mode (e.g., with activated speed control) in a motor vehicle.

[0002] Many longitudinal driver assistance systems, designed as speed control systems, are already known, regulating the vehicle's speed to a predetermined target or maximum permissible speed. In addition to these longitudinal control systems, some manufacturers now offer longitudinal control systems enhanced with distance control, so-called distance-based longitudinal control systems or speed control systems. Such systems (e.g., BMW "Active Cruise Control" ACC) allow the vehicle to be automatically driven at a desired speed, or a correspondingly lower speed, while maintaining a desired distance from a vehicle ahead. If a distance sensor mounted on the vehicle, which can be radar-based, detects a vehicle ahead, the system adjusts the speed accordingly.If a (motor) vehicle is in its own lane, its own speed is adjusted to the speed of the vehicle ahead or the target object by means of a deceleration intervention of the drive motor and / or the wheel brake system in such a way that a distance control contained in the "active driving speed control" or in the corresponding longitudinal control system automatically regulates and maintains a situation-appropriate distance to the vehicle ahead or the target object.

[0003] DE 10 2012 211 967 A1 describes a combination of a speed limiting system and a cruise control system, wherein the maximum permissible speed of the speed limiting system can be adopted as the (new) target speed for the cruise control instead of the set set speed.

[0004] Finally, for example, DE 10 2015 213 181 B3 discloses a driver assistance system which can predictively detect a speed limit either from map data of a navigation system and / or by means of image processing and permanently display it to the driver once the speed limit has been reached, so that the driver can independently adjust his speed to the speed limit if necessary (e.g. BMW Speed ​​Limit Assist or BMW Efficient Dynamic Pilot).

[0005] The longitudinal driver assistance system for a motor vehicle known from DE 10 2015 213 181 B3 essentially comprises a detection system for recognizing currently applicable or upcoming relevant events that require a change in the maximum permissible speed, a second detection system, which may be part of the first detection system or identical to it, for recognizing the route to be traveled, and a functional unit which, upon detection of a relevant currently applicable or upcoming event, taking into account the location of the relevant event (and, if necessary, further necessary information, such as a determined maximum permissible speed at the location of the relevant event, the difference in speed between the vehicle and the determined new maximum permissible speed, detected free movement or following movement, current or permitted deceleration modes of the vehicle, such as...The system determines a location-dependent point in time (during sailing, coasting, or braking) at which point the functional unit initiates an automatic adjustment of the current maximum permissible speed or issues a prompt requesting the user to allow an automatic adjustment of the current maximum permissible speed to a new maximum permissible speed. If an upcoming event is detected in time, ideally a deceleration strategy for the vehicle is determined to reach the calculated maximum permissible speed (or at least nearly so) at the location of the relevant event.Based on the determined delay strategy, the location-dependent time to be determined is then calculated, at which the automatic adjustment of the currently maximum permissible speed or the issuance of a request to allow an automatic adjustment of the currently maximum permissible speed to a new maximum permissible speed is initiated.

[0006] The object of the invention is to improve a longitudinal driver assistance system with regard to comfort and fuel consumption when adjusting the speed to a changed target speed.

[0007] This task is solved by a driver assistance system according to claim 1. Advantageous further developments result from the dependent claims.

[0008] The invention relates to a longitudinal control system for automated longitudinal control in a motor vehicle, comprising a detection system for the predictive recognition of multiple events, each of which leads to a change in the target speed from a currently achieved target speed, and a functional unit in which a function for event selection can be activated when a plurality of events occur relatively close together within a given observation period. The design of the event selection function module allows a modified target speed for the longitudinal control to be determined such that, in a first step, only those events are selected that lead to a reduced target speed from the actual speed.

[0009] Preferably, as an alternative or in addition to the first step, in a second step only those events are selected that have a reduced target speed compared to the respective preceding event.

[0010] Preferably, as an alternative or in addition to the first step and / or second step, in a third step only those events are selected that have a defined minimum distance to the respective predecessor event.

[0011] Preferably, as an alternative or in addition to the first step and / or second step and / or third step, in a fourth step only those events are selected that can be reached with a given delay potential at the location-dependent time of the respective selected event.

[0012] The following fundamental considerations underlie this main inventive concept in the form of an extended event selection in automatic longitudinal guidance operation: If several events occur in quick succession along a stretch of road, these are displayed to the driver sequentially as warning messages and the system is adjusted one after the other. This results in rapidly changing warning messages, which can confuse the driver. Such a system would lead to erratic driving behavior.

[0013] The event selection enhanced according to the invention enables a plausible and comprehensible warning display for the driver, as well as a reassurance of the warning message presented to the driver. This avoids confusion and suggests greater confidence in the automatic longitudinal guidance system to the driver. Furthermore, independence between the warning display and the event control is achieved.

[0014] The invention additionally or alternatively relates to a longitudinal driver assistance system in a motor vehicle. - with a detection system for the predictive identification of a predetermined delay potential to a reduced target speed based on a currently achieved increased target speed, - with a functional unit in which a special situation function can be activated if, upon reaching an increased target speed (= actual speed) at a predetermined location-dependent first time, a subsequent (second) event is detected which, starting from the actual speed, leads to the specification of a correspondingly reduced target speed at a predetermined location-dependent second time, whereby - the special situation function is designed in such a way that the actual speed is only reduced from the (third) time point in time according to the specified delay potential, from which, starting from the actual speed, the reduced target speed can be reached at the location-dependent second time point of the second event.

[0015] The following fundamental considerations underlie this special situation function according to the invention in the form of an exit strategy in automatic longitudinal guidance operation: A conventional predictive control system for curves, turns, speed limits, or roundabouts typically initiates control very smoothly and early. This is inappropriate in an exit situation, as it could (significantly) impede following traffic. Generally, exits on highways or similar roads, which usually have a deceleration lane, are approached and then slowed down at significantly higher speeds in manual longitudinal control mode. This increased dynamic behavior in exit situations is not currently reflected in the state of the art and is perceived as disruptive to traffic flow.

[0016] According to the invention, when approaching a motorway exit, the control is initially blocked for events located after the deceleration lane. Instead, an applicable exit speed is defined as a (virtual) reduced target speed for the beginning of the deceleration lane, and the vehicle is decelerated to this speed using an applicable special situation function. Once the beginning of the deceleration lane is reached, subsequent events are again allowed to be controlled. An exception occurs if the deceleration to a subsequent event significantly exceeds the applicable exit deceleration. In this case, deceleration to the event is permitted before reaching the deceleration lane.Dynamic pre-control on the deceleration lane is only carried out if, within a certain time interval after the end of the deceleration lane, there is an event whose target speed is below the exit speed.

[0017] This results in a more dynamic driving experience on highways or similar roads with deceleration lanes, adapted to the driving behavior of other road users. The automatic longitudinal control system requires significantly less override to avoid disrupting traffic flow.

[0018] The invention relates alternatively or additionally to a longitudinal driver assistance system in a motor vehicle with - a first detection system for recognizing a first event, which, starting from an actual speed, leads to the specification of an increased target speed at a predetermined location-dependent first time, and for recognizing a subsequent second event, which, starting from the increased target speed, leads to the specification of a correspondingly reduced target speed at a predetermined location-dependent second time, - a second detection system for the predictive detection of a given delay potential starting from the increased target speed to the reduced target speed and - a functional unit that reduces the acceleration to the increased target speed if, otherwise, the subsequent deceleration to the reduced target speed with the specified deceleration potential cannot be completed at the location-dependent time of the second event.

[0019] Preferably, the functional unit is configured to reduce the acceleration to the increased target speed based on an empirically determined tabular specification, depending on a predetermined location-specific time interval to the second event.

[0020] The following further considerations underlie this addition or alternative according to the invention: The basic idea is the improved adaptation of acceleration behavior in the automatic longitudinal control mode of a motor vehicle, particularly when, after an initial acceleration due to a first event (e.g., the driver increases the set speed of a cruise control), a subsequent reduction to a second, lower set speed is required. The longitudinal driver assistance (control) system according to the invention comprises a correspondingly programmed functional unit in the form of a computer program, which can be integrated into a known electronic control unit for driver assistance systems.

[0021] The invention is based on a longitudinal control system that enables automated intervention in the target speed (e.g., cruise control, adaptive cruise control). This automatic longitudinal control can include position control (setting a target speed and acceleration at a location relative to the actual position). Furthermore, navigation systems are known that can transmit map attributes in the form of segments and their properties to the longitudinal control system. In addition, a system is required that can automatically respond to events (such as curves, roundabouts, turns, traffic lights, etc.) from the digital map.

[0022] A conventional predictive control system for curves, turns, speed limits, or roundabouts typically has a basic dynamic with which the vehicle accelerates after passing an event, upon activation of the system, or when leaving the following lane behind a vehicle in front. This acceleration behavior is perceived as too dynamic and implausible from a driving economy perspective on a route with many events.

[0023] The longitudinal guidance driver assistance (control) system according to the invention takes into account the currently available acceleration or deceleration potential and predicts, particularly when deceleration is required to reach the location of a second event and reduce the target speed after a previous acceleration to an increased target speed due to a first event, whether the target speed of the longitudinal guidance system can be reached with this (negative) acceleration without exceeding the target speed at the location of the second event with a linearly assumed deceleration. (CASE a) Should this not be the case (the predicted acceleration and deceleration until the event exceed the event speed), the vehicle's baseline dynamics are reduced depending on the distance to the second event. The vehicle then accelerates with reduced dynamics to the increased target speed of the first event. (CASE b)

[0024] The system predicts an initial acceleration scenario (in special cases, such as on a stretch of highway before an intended exit, the acceleration may even be zero) and a subsequent deceleration scenario, thus predicting much earlier whether utilizing the full acceleration potential is even sensible or necessary. This makes the driver's experience significantly more pleasant in many situations (e.g., on winding roads), and the reduction of acceleration potential also leads to more economical driving behavior.

[0025] In a further advantageous embodiment of the invention, the increased target speed is a setting speed specified by the driver, and the specification of the setting speed is the first event.

[0026] In a further advantageous embodiment of the invention, the reduced target speed is a maximum permissible maximum speed and the specification of the maximum speed is the second event.

[0027] In a further advantageous embodiment of the invention, the second event is a maximum permissible speed for entering a roundabout, for exiting an exit and / or for driving through at least one curve with a previously determined curve radius.

[0028] In a further advantageous embodiment of the invention, the reduced target speed is a virtual maximum permissible speed, which can be determined from the criticality of the second event (e.g., a curve or motorway exit with a comparatively small curve radius) in the functional unit.

[0029] Additionally, the maximum permissible speed can also be specified by a traffic sign, for example, with the location of the traffic sign simultaneously representing the time of the event.

[0030] The preceding events, also called "events," can include, for example, temporary or permanent speed limits, which are either directly indicated on a traffic sign or can be derived from general traffic regulations (e.g., in Germany, a speed limit of 50 km / h applies when driving through a town or village). They can also include events that lift a speed limit or at least increase it to a new maximum speed, as is usually the case when leaving a town or village, a roundabout, or a curve.

[0031] The (second) reduced target speed relevant for the longitudinal driver assistance system at the location of the preceding second event can be either the actual new speed limit or a speed that deviates from the new speed limit by a predetermined amount, either upwards or downwards. The amount and direction of this deviation can also be adjusted by the driver, for example, in a central vehicle menu. This new (second) reduced target speed can be transmitted directly by the functional unit or determined based on the information available in the functional unit.

[0032] On certain routes, speed limit signs may be located before sharp bends, roundabouts, or on highways before or within an exit ramp. If, for example, such a traffic sign is recognized and the change to the (second) reduced speed limit is anticipated (this can happen automatically or after manual confirmation by the driver), the driver may encounter unpleasant situations. For instance, an adjustment of the maximum permitted speed, resulting in rapid vehicle acceleration, can be uncomfortable or incomprehensible for the driver if a roundabout or a sharp bend follows further along the route, which, for comfort or safety reasons, should again be approached at a lower speed. Furthermore, for example...Impairments to traffic behind can also occur if an adjustment of the permissible maximum speed is initiated due to a recognized upcoming relevant event, which would lead to premature and slow deceleration of the vehicle, for example, because the driver intends to leave the current road at the next exit. The object of the invention is to prevent such decelerations of the vehicle that are inappropriate for the driver or the traffic behind.

[0033] The invention relates to three aspects, each representing an independent concept, but which can be advantageously combined. This combination of aspects is explained by way of example in the following embodiments. A first aspect is the (extended) selection of an event for speed control in automated longitudinal guidance operation. A second aspect is an exit strategy in automated longitudinal guidance operation. A third aspect is the adaptation of the acceleration behavior in automated longitudinal guidance operation. All three aspects relate to events that reduce the target speed.

[0034] The invention is explained in more detail with reference to the following exemplary embodiments. Fig. 1 an exemplary structure of a longitudinal driver assistance system designed as a speed control system in a motor vehicle for regulating the speed to a target speed, Fig. 2a a first situation according to the above-mentioned case a and the resulting adaptation of the acceleration behavior according to the invention in automatic longitudinal guidance operation, Fig. 2b a second situation according to the above-mentioned case b and the resulting adaptation of the acceleration behavior according to the invention in automatic longitudinal guidance operation, Fig. 3 a first concrete traffic situation with a roundabout in which the adaptation of the acceleration behavior of the longitudinal driver assistance system according to the invention is advantageous, Fig. 4. A second specific traffic situation to illustrate the main inventive concept, involving a motorway exit, in which the inventive design of the longitudinal driver assistance system, in particular with a special exit strategy in automatic longitudinal guidance mode with or without prior adjustment of the acceleration behavior, is advantageous, and Fig. 5 a third specific traffic situation with extremely curvy road layout, in which the inventive design of the longitudinal guidance driver assistance system is particularly advantageous also with special extended event selection in automatic longitudinal guidance operation.

[0035] The Fig. Figure 1 schematically shows the following essential components of a longitudinally guiding driver assistance system according to the invention: - a first predictive data collection system E1 to detect an initial event e1, starting from an actual speed v ist to specify an increased target speed v soll_1 at a predetermined location-dependent first time point, and to the detection of a subsequent second event e2 , starting from the increased target speed v soll_1 to specify a reduced target speed in this regard v soll_2 at a predetermined location-dependent second point in time, - a second predictive data collection system E2 for the proactive detection of a given delay potential a2 starting from the increased target speed v soll_1 to the reduced target speed v soll_2 , - a functional unit FE , which especially from the current point in time t0 or place d0 the acceleration to the increased target speed v soll_1 from a1 on a1'reduced if otherwise the subsequent delay would be reduced to the reduced target speed v soll_2 with the given delay potential a2 would not conclude at the location-dependent time of the second event, - a drive unit AE and a brake unit BrE for executing the acceleration or speed setting and - a display / control unit ABE with a notification system HS and a control element BE , whereby the notification system HS preferably displays the currently selected event.

[0036] The output signals e1 and e2 or e i of the recording system E1 , the output signal a2 of the recording system E2 , the actual speed signal v ist The input signals of the functional unit include, optionally, an approval signal z to allow automatic speed adjustment, an optional rejection signal a to reject the approval of automatic speed adjustment, and a signal v+ / - for manually adjusting the target speed. FE .

[0037] At the recording unit E1 For example, it is a map-based detection unit which uses available map data, its own position and a known upcoming section of the route to detect events. e1 and e2 or e i It detects situations that require an adjustment of the target speed (e.g., speed limits, roundabouts, highway exits, curve radii). The map-based detection unit E1is designed in such a way that it recognizes, on the one hand, the location of the preceding relevant event (e.g. reaching a roundabout, a motorway exit or a sharp bend), and on the other hand, the level of the maximum permitted target speed applicable from this point onwards, and transmits this information to the functional unit. FE as a location-dependent point in time d2 or t2 transmitted.

[0038] Additionally, the recording unit can E1 It can also be camera-based so that, based on data from a forward-facing (e.g., video) sensor, upcoming speed-limiting events can also be detected that may require an adjustment of the target speed.

[0039] The functional unit FE A corresponding signal can be sent to a display control unit at a defined time. ABE , which is a notification system HS and a control element BE This includes outputting the information to the driver. Depending on the design of the speed control system, according to a first alternative, the output can only be initiated if the determined new target speed is lower than the maximum desired target speed specified by the driver.

[0040] According to a second alternative, the output can be independent of the maximum target speed desired by the driver.

[0041] The control element BE The system, through which the driver can confirm the prompt, is designed in such a way that the driver can request a manual change of the target speed v+ / - to specify a new set speed at times when no prompt is issued.

[0042] According to an alternative design of the longitudinal driver assistance system, the functional unit could FE It could also be designed in such a way that the automatic speed adjustment is initiated not only after receipt of a registration confirmation, but automatically upon reaching the determined, defined time. With such a design, the display control unit shown in the dotted line could... ABE omitted.

[0043] Based on the characters Fig. 2a and Fig. 2b is determined by the vehicle speed v curves plotted against location d and time t - using a corresponding computer program product in the functional unit FE executable - adaptation of the acceleration behavior according to the invention in automatic longitudinal guidance operation (see also above case a and case b) is shown.

[0044] Fig. 2a and Fig. Figure 2b shows a distance d over time t, where at the location d0 or at the time t0 Here is a first event e1in the form of a new setting speed requirement of 80 km / h, which is proactively implemented at the location d1 or at the time t1 starting from the current speed v ist from 40 km / h with a current (not yet invention-based) acceleration behavior a1 would be achieved. Also, proactive measures are being taken at the location. d2 or at the time t2 a second event e2 at a reduced target speed v soll_2 Detected at 50 km / h.

[0045] In Fig. Figure 2a shows the aforementioned "case a". The acceleration behavior a1 It does not need to be adjusted, as it also takes into account the identified potential for delay. a2 the reduced target speed v soll_2 at d2 or point in time t2 starting from the increased target speed v soll_1 at d1 or point in time t1 is reachable.

[0046] In Fig. Figure 2b shows the aforementioned "case b". The acceleration behavior a1 must be adapted to a reduced acceleration behavior a', since with the recognized deceleration potential a2 the reduced target speed v soll_2 at d2 or point in time t2 starting from the increased target speed v soll_1 at d1 or point in time t1 otherwise it would be unreachable.

[0047] The reduced acceleration a1 ' to the increased target speed v soll_1 preferably based on an empirically determined tabular specification, e.g. characteristic curve P(dt), depending on a given spatial time interval dt from the time point t0 (and / or from the time t1 ) until the time t2 of the second event e2 , which here with a simultaneous change to the reduced target speed v soll_2 is connected, has been carried out.

[0048] The Fig. Figure 3 shows a traffic situation where at the time t0 or at the location d0 a vehicle equipped with a system according to the invention EGO onto a roundabout KV due to active speed control, moving at an actual speed of, for example, 60 km / h. At the time t1 or at the location d1 is a first event e1 recognizable in the form of a traffic sign indicating an increased speed limit v soll_1 is permissible and is permitted by the system according to Fig. 2a can be automatically adjusted.

[0049] The second event e2 This concerns entering a roundabout. KV at the time t2 or at the location d2 The reduced target speed v soll_2 This is a virtual maximum permissible speed, derived from the criticality of the second event. e2 and the circular journey from the functional unit FE is determinable. Due to the radius of the roundabout. KV The roundabout is supposed to KV at a recommended speed v soll_2 must be driven through at a maximum speed of 40 km / h.

[0050] The acceleration behavior a1 No adjustment is necessary here, given the also identified potential for delay. a2 the reduced target speed v soll_2 at d2 or point in time t2 starting from the increased target speed v soll_1 at d1 or point in time t1 is reachable. Preferably, this could be done if the time between t0 and t1 is so low that the increased target speed at the time t1If it is not achievable, acceleration can also be suppressed.

[0051] In the exemplary embodiment according to Fig. 4. The basic idea of ​​the special situation function SS is explained, which also works on its own without the presence of a first target speed-increasing event. e1 applicable, with the further development of the invention in connection with the adaptation of the acceleration profile in the presence of a first target speed-increasing event. e1 combined:

[0052] The Fig. Figure 4 shows a traffic situation in which a vehicle equipped with a system according to the invention is EGO on a motorway AB due to the active cruise control at a speed v ist =v soll_1 driving at, for example, 130 km / h. At the time t1 or at the location d1 will be an event e1 recognized that the vehicle EGO on the motorway AB a short distance before the Ausfahrt AF is located, with the target speed v ist =v soll_1 will not be changed.

[0053] Based on the activated route guidance, it is known that the vehicle will be at the next exit. AF the motorway AB with a relatively sharp curve radius. Either at the time t2 or at the location d2 At the start of the exit ramp, there is a speed limit sign, e.g., for 60 km / h, or this speed is specified as a reduced target speed due to criticality. This speed limit corresponds to an event. e2 .

[0054] To prevent the vehicle EGO already very early on the motorway AB If the vehicle is delayed, and thus the traffic behind it also slows down, a special situation function SS is activated in the functional unit FE. This reduces the actual speed v. soll_1 = v ist only from that point onwards t3 or from the location d3 according to the specified delay potential a2 , starting from the current speed v ist =v soll_1 the reduced target speed v soll_2 at the location-dependent time d2 or t2 of the second event e2 is reachable.

[0055] The special situations function SS Therefore, upon detection of a first event e1 , starting from an actual speed v ist not to specify an increased but a constant target speed v soll_1 = v ist at a predetermined location-dependent first time d1or t1 leads to, and upon recognition of a subsequent second event e2 , starting from the current speed v soll_1 = v ist to specify a reduced target speed in this regard v soll_2 at a predetermined location-dependent second time point d2 or t2 leads to this. Similarly, with this special situation function SS, the event can e1 also omitted.

[0056] In Fig. Section 5 will describe the workings of an expanded event selection. EA in the functional unit FE explains why the target speed is reduced v soll_2 when there are multiple events occurring relatively close together within a given observation period Δt e i Only those events are selected that start from a current target speed, which is either the actual speed or not. v ist or an increased target speedv soll_1 This can lead to a reduced target speed. The extended event selection EA can occur both with and without the presence of a prior target speed-increasing event. e1 be applied.

[0057] In the extended event selection EA preferably also within the specified observation period Δt only the events that are related to the respective preceding event are selected. e i-1 exhibit a reduced target speed.

[0058] Furthermore, the extended event selection is preferably used. EA within the specified observation period Δt only the events that are related to the respective preceding event are selected. e i-1 have a defined minimum distance dtmin (preferably applicable depending on the driving mode).

[0059] Additionally, all events must e i one after the other with the specified delay potential a2 The event must be reachable at the location-dependent time of the respective event. If this is not the case, the preceding event is deselected.

[0060] Preferably, especially when a selected event is displayed in the notification system, HS the display / control unit ABE - the event is deselected whose subsequent event is within a very short applicable minimum display time interval, so as not to confuse the driver.

[0061] Finally, the event is preferably selected and, if necessary, displayed on the HS warning system, which displays the event with the resulting minimum reduced target speed v. soll_2 =v soll_min is.

[0062] In Fig. 5. From the rules mentioned above, for example, the minimum reduced target speed v results. soll_2 =v soll_minFor example, 30 km / h, to which the speed is subsequently regulated. The selected examples are shown with dashed lines. The possible target speed of 70 km / h is eliminated because it is lower than the actual speed of 60 km / h. The possible target speed of 50 km / h is eliminated because it is higher than the reduced target speed of 40 km / h. The possible target speed of 20 km / h is eliminated because it, or rather its associated event, lies within the minimum distance dtmin to the preceding event with the target speed of 30 km / h. The specified deceleration potential a2 is sufficient to determine the target speeds of the event selected here. e2 to reach in time.

[0063] For the sake of completeness, it should be mentioned in conclusion that the longitudinal driver assistance system according to the invention can be used not only for cruise control systems but also for other types of driver assistance in longitudinal guidance. For example, the longitudinal driver assistance system can also be designed as a speed limiting system in which a maximum permissible speed can be specified, and the functional unit is configured to prevent exceeding the specified or set maximum permissible speed by appropriately controlling the drive system. 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] DE 102012211967 A1

[0003] DE 102015213181 B3 [0004, 0005]

Claims

[1] Longitudinal guidance driver assistance system in a motor vehicle - with a detection system (E2) for predictive detection of multiple events (e i ), each of which leads to a change in the target speed (v soll_2 ) starting from a currently achieved target speed (v soll_1 =v ist ) lead, and - with a functional unit (FE) in which a function for event selection (EA) is used when there is a plurality of events that are relatively close together in a given observation period (Δt) (e i ) can be activated, - where the event selection (ES) function results in a changed target speed (v soll_2 ) for the longitudinal guidance control can be determined in such a way that, in a first step, only the events are selected which, starting from the actual speed (vist), lead to a reduced target speed. [2] Longitudinal guidance driver assistance system according to claim 1, characterized by , that in a second step only those events are selected which have a reduced target speed compared to the respective predecessor event. [3] Longitudinal guidance driver assistance system according to any of the preceding claims, characterized by , that in a third step only the events are selected which have a defined minimum distance (dtmin) to the respective predecessor event. [4] Longitudinal guidance driver assistance system according to any of the preceding claims, characterized by , that in a fourth step only the events are selected which are reachable with a given delay potential (a2) at the location-dependent time of the respective selected event. [5] Longitudinal guidance driver assistance system according to any of the preceding claims, characterized by , that for event selection (EA) the minimum reduced target speed (vsoll_min ) as reduced target speed (v soll_2 ) is selected. [6] Longitudinal guidance driver assistance system according to any of the preceding claims, characterized by - a detection system (E2) for the predictive detection of a given delay potential (a2) to a reduced target speed (v) soll_2 ) starting from a currently achieved increased target speed (v soll =v ist ) and - a functional unit (FE) that can be activated as a special situation function (SS) when the increased target speed (v) has been reached soll_1 =v ist ) (v soll_1 = v ist =130 km / h) at a given location-dependent first time point (d0,t0; d1; t1) a subsequent event (e2) is detected, which starts from the actual speed (v soll_1 = v ist ) to specify a reduced target speed in this regard (v soll_2) leads to a given location-dependent second time point (d2; t2), - wherein the special situation function (SS) is designed such that the actual speed (vist) is only reduced from time (d3, t3) according to the specified delay potential (a2) from which, starting from the actual speed (vist), the reduced target speed (v) soll_2 ) is reachable at the location-dependent time (d2; t2) of the second event (e2). [7] Longitudinal guidance driver assistance system according to any of the preceding claims, characterized by - a first detection system (E1) for recognizing a first event (e1), which, starting from an actual speed (vist), specifies an increased target speed (v) soll_1 ) at a given location-dependent first time point (d1; t1), and to the detection of a subsequent second event (e2), which starts from the increased target speed (v soll_1) to specify a reduced target speed in this regard (v soll_2 ) at a given location-dependent second time point (d2; t2) leads to, - a second detection system (E2) for the predictive detection of a given delay potential (a2) based on the increased target speed (v) soll_1 ) to the reduced target speed (v soll_2 ) and - a functional unit (FE) that increases the acceleration (a1; a1') to the increased target speed (v soll_1 ) reduced if otherwise the subsequent delay would be reduced to the reduced target speed (v soll_2 ) with the given delay potential (a2) cannot be completed at the location-dependent time (d2; t2) of the second event (e2). [8] Longitudinal guidance driver assistance system according to any of the preceding claims, characterized by , that the reduced target speed (v soll_2) a maximum permissible speed and the setting of the maximum speed is the second or subsequent event (e2). [9] Longitudinal guidance driver assistance system according to any of the preceding claims, characterized by , that the second or subsequent event (e2) is a maximum permissible speed for entering a roundabout, for exiting an exit and / or for driving through at least one curve with a previously determined curve radius. [10] Longitudinal guidance driver assistance system according to any of the preceding claims, characterized by , that the reduced target speed (v soll_2 ) is a virtual maximum permissible speed that can be determined from the criticality of the second or subsequent event (e2) in the functional unit (FE).