Point of contact for a vehicle predictor when switching from driver to assistance mode

Abstract

An observer module (18) for determining a differential acceleration (DB) of a vehicle (2) can be operated - also in a corresponding procedure - in an assistance mode (AB) or driver mode (FB), wherein - in the assistance mode (AB) only a current model value (MW) as the current value of an expected acceleration (28) is fed into a difference module (30), - and when switching from assistance mode (AB) to driver mode (FB), the operation of a vehicle predictor (24) is stopped in its current operating state (40), - and in the driver operation (FB) the vehicle predictor (24) is kept in the stopped working state (40) and only a current driver value (FW) as the current value of the expected acceleration (28) is fed into the difference module (30), - and when switching from driver operation (FB) to assistance operation (AB), the vehicle predictor (24) continues to operate from its stopped working state (40) with a differential acceleration (DB) currently determined by the differential module (30) as the starting value for the feedback disturbance value (SW).

Description

[0001] The invention relates to a longitudinal driver assistance system for a vehicle, here a motor vehicle.

[0002] From WO 2020 / 001902 A1, a longitudinally guiding driver assistance system in a motor vehicle is known, comprising a first detection system for detecting a first event which, starting from an actual speed, leads to the specification of an increased target speed at a predetermined location-dependent first point in time, and for detecting a subsequent second event which, starting from the increased target speed, leads to the specification of a reduced target speed at a predetermined location-dependent second point in time, a second detection system for predictively detecting a predetermined deceleration potential starting from the increased target speed to the reduced target speed, and a functional unit which 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.

[0003] The object of the present invention is to propose improvements with regard to a driver assistance system.

[0004] The object of the invention is achieved by an observer module according to claim 1. Preferred or advantageous embodiments of the invention as well as other categories of invention emerge from the further claims, the following description and the attached figures.

[0005] The observer module is designed to determine the differential acceleration of a vehicle. The vehicle is a motor vehicle, in particular a passenger car.

[0006] The observer module contains a vehicle predictor. This is designed to be adaptive, as explained below. The vehicle predictor contains a vehicle model.

[0007] The observer module contains a second input interface for an assistance value specified by the above-mentioned driver assistance module.

[0008] The vehicle predictor is designed to determine a model value based on the vehicle model from the assistance value and a disturbance value.

[0009] The assistance value is specified by the driver assistance module mentioned above and is a value of a target acceleration of the vehicle.

[0010] The disturbance value is fed back from an output of a difference module (see below). The disturbance value is a component of a value of the vehicle's acceleration, namely a disturbance in this acceleration observed by the observer module. The disturbance value is therefore the quantity observed by the observer module.

[0011] The model value that is determined is a current value of an expected acceleration of the vehicle.

[0012] The vehicle predictor is also configured to adapt the vehicle model based on a learning rule. The adaptation is performed with a view to minimizing the disturbance value. In other words, the vehicle model is optimized or adapted in a learning process to simulate the behavior of the real vehicle as closely as possible. The observed disturbance is part of the deviation between the real vehicle and the vehicle model. The above-mentioned learning or adaptation of the vehicle model takes place within the framework of the disturbance value feedback according to standard learning methods, which will not be explained in detail here.

[0013] The observer module contains a differential module. This module is configured to determine a differential acceleration. The calculation is based on the aforementioned expected acceleration (for example, its model value, see below) and a current actual value of the (actual) acceleration of the vehicle. The current actual value is determined, in particular, using a sensor on the vehicle. The differential acceleration is therefore the difference between the actual acceleration of the vehicle and the expected acceleration.

[0014] As explained above, the differential acceleration or its value is fed back to the vehicle predictor as a disturbance value.

[0015] The observer module contains a first interface for driver input from a driver of the vehicle.

[0016] The observer module contains a driver module. This module is configured to determine a current driver value of the expected acceleration from the current driver input of the vehicle driver. In other words, the driver requests acceleration of the vehicle, for example, by pressing the accelerator pedal / brake (current driver input). The driver module then determines the expected acceleration of the vehicle.

[0017] The invention assumes or presupposes that the driver module corresponds to the vehicle predictor in that it determines (as a driver value) comparable values ​​of the expected vehicle acceleration to or corresponding to the vehicle predictor (as a model value). The driver value and the model value therefore differ only in that they are based on inputs from the driver on the one hand and the driver assistance system on the other.

[0018] In other words, both the vehicle predictor and the driver module determine the current expected acceleration of the vehicle, or the respective values ​​for it, based on the same basic requirements and conditions, so that they correspond to each other and are comparable. As mentioned, the only difference is that the values ​​are based on inputs from the driver or the driver assistance module. In other words: if a human driver and the automatic driver assistance module provide the same acceleration inputs for the vehicle, the driver value and the model value should be the same in the technical sense (tolerances).

[0019] The observer module—like the entire intended vehicle with an installed observer module—is designed to be switchable between assistance mode and driver mode. In successive time periods, the observer module—as long as it is operating at all—is therefore necessarily and exclusively operated either in assistance mode or driver mode. Switching between these two modes is possible at any time, particularly through intervention by the driver, for example, if they wish to switch from driver mode to assistance mode—in other words, for example, if they wish to activate automatic cruise control in the vehicle.

[0020] The observer module is also set up as follows: In assistance mode, only the current model value is fed into the difference module as the current value of the expected acceleration. The difference module thus calculates the differential acceleration from the model value and the actual value.

[0021] In driver mode, only the current driver value is fed into the difference module as the current value of the expected acceleration. The difference module thus calculates the differential acceleration from the driver value and the actual value.

[0022] When switching from assistance mode to driver mode, the vehicle predictor's operation is paused in its current (at the moment of switching) operating state. Colloquially, the vehicle predictor is "frozen" in this operating state or working state. This means that all internal processes in the vehicle predictor are stopped and all internal values ​​are retained. In particular, there is no reset, no zeroing of values, no resetting to a defined initial state, etc. The vehicle predictor's activity is simply paused so that it can be continued seamlessly at a later time (see below), again colloquially comparable to pressing a "pause button."

[0023] In the driver operation following the change, the vehicle predictor is or is kept in the stopped working state. Instead of the current model value, as explained above, the current driver value is now fed into the difference module as the current value of the expected acceleration.

[0024] When switching from driver mode to assistance mode, the stopped, "frozen," or "paused" operation of the vehicle predictor is simply continued. It continues to operate with the now currently fed-back disturbance value as the input variable. The disturbance value thus forms a starting value for the resumption of the vehicle predictor's operation during or immediately after the switch from driver mode to assistance mode.

[0025] From now on, the assistance mode is active again and is carried out as described above: the current model value is fed into the difference module, now again instead of the driver value.

[0026] Finally, the observer module contains an output interface for outputting the differential acceleration, which is provided there for further use, for example, in the vehicle.

[0027] In other words, as long as driver mode is active, the actual acceleration of the vehicle is compared with an expected acceleration dependent on the driver intervention (current driver value) in order to continuously determine the disturbance during driver mode, even if this disturbance is not currently being used in the vehicle predictor or during driver mode because the vehicle is stopped or "frozen." Thus, the disturbance continues to be continuously determined during driver mode and can therefore be used as a starting value for the vehicle predictor when switching back to assistance mode.

[0028] The invention provides the advantage that the disturbance value continues to be recorded or determined even during driver operation. At the vehicle predictor's starting point (the time of switching from driver operation to assistance mode), the vehicle predictor thus has access to a disturbance value that generally corresponds neither to the historical disturbance value when switching from assistance mode to driver operation, nor to a standard value, such as zero. Therefore, a better transition between driver operation and assistance mode can be expected, which, for example, is more harmonious or even, and does not lead to jerking of the vehicle.

[0029] In other words, within the scope of the invention, disturbances are observed even during driver intervention and used as a touchdown point. This is done by using the controller touchdown point: by using the controller touchdown point as the initial condition in the controller and resetting the controller to this touchdown point after the driver intervention has ended. The controller touchdown point is determined as follows: by subtracting the actual acceleration that actually occurs from the expected vehicle acceleration due to the driver's input, a control deviation is obtained. The controller touchdown point is determined in particular by filtering the previously formed control deviation. This results in a disturbance that is also observable during driver input.

[0030] The observer module installed in a vehicle as intended is then part of a driver assistance system. In this case, the driver assistance system contains the aforementioned driver assistance module for specifying the assistance value for the vehicle's target acceleration and a torque module (see below) for ultimately generating an assistance torque value for a torque input parameter for the vehicle's acceleration actuator system from the assistance value (see below).

[0031] The use of the observer module according to the invention in the driver assistance system leads to an improved transition from driver operation to assistance mode and thus to an improved driver assistance system due to the provision of the disturbance value at the touchdown point of the observer module (transition from driver operation to assistance mode).

[0032] In a preferred embodiment, the driver module is configured to receive the driver input as the current actual torque applied to the vehicle by the driver. The corresponding actual torque is measured or determined, for example, by a corresponding sensor system as the current acceleration or deceleration of the vehicle. Thus, the driver module has actual current vehicle behavior available as an input variable.

[0033] In a preferred embodiment, particularly as an alternative to the above, the driver module is configured to receive the driver input as a target torque requested by the driver on the vehicle. This is derived, for example, from the driver's actuation of the vehicle's pedals (accelerator pedal / brake pedal). Thus, the driver module explicitly has the driver's explicit request for acceleration or deceleration available for determination.

[0034] “Actual / target torque” here refers, for example, to a drive torque of the engine or a braking torque on one of the wheels.

[0035] In a preferred variant of these embodiments, the driver module is configured to receive the driver input as a target wheel torque requested from the vehicle or to convert it into such a target wheel torque. This target wheel torque is requested by the driver using the accelerator and brake pedals. This is how the driver's desired acceleration and deceleration are determined. Furthermore, the driver module is configured as follows: The target wheel torque is converted into a raw acceleration based on the expected route behavior of the vehicle. In other words, it is determined how a target braking and drive torque are transferred to an actual acceleration, for example, whether this is delayed by a dead time. The raw acceleration is then adjusted to an expected driving acceleration based on known driving resistances of the vehicle.The adjusted driving acceleration is then converted to the current driver value of the expected acceleration by dividing the driving acceleration by the mass of the vehicle and the wheel radius.

[0036] In other words, the expected vehicle acceleration due to the driver's command is determined. The vehicle acceleration due to the driver's command is calculated by adding the driver's command acceleration and the driver's command deceleration.

[0037] In this way, the driver value can be determined particularly effectively and easily.

[0038] In a preferred embodiment, the observer module contains a filter connected between the difference module and the output interface. In other words, the determined differential acceleration is filtered before being provided at the output interface and fed back to the vehicle predictor. The filtering is, in particular, a temporal smoothing (moving averaging). Thus, the differential acceleration is corrected for short-term fluctuations / noise / measurement errors, etc.

[0039] The object of the invention is also achieved by an acceleration module according to claim 6. This module contains the observer module according to the invention and a pilot control module. The pilot control module is configured to determine a pilot acceleration from the assistance value of the target acceleration. This is done, for example, based on the current gradient of the surface on which the vehicle is moving, the current air resistance, etc. In other words, a conversion of known driving resistances to an acceleration is performed.

[0040] The acceleration module also contains a summation module. This module is designed to determine the vehicle's acceleration as the sum of the pre-control acceleration and the differential acceleration.

[0041] The acceleration module also contains the first and second input interfaces described above, as well as an output interface, which now serves to output or provide acceleration. Acceleration can be further processed particularly easily in the vehicle.

[0042] The acceleration module and at least some of its possible embodiments as well as the respective advantages have already been explained in connection with the observer module according to the invention.

[0043] The object of the invention is also achieved by a torque module according to claim 7. This contains the acceleration module according to the invention and a conversion module. This conversion module is configured to convert the acceleration supplied or provided by the acceleration module into an assistance torque value for a vehicle torque in the form of the torque input parameter.

[0044] The torque module also has the aforementioned first and second input interfaces as well as an output interface at which the assistance torque value is or will be provided.

[0045] A torque value can be implemented directly by an actuator in the vehicle.

[0046] The moment module and at least some of its possible embodiments as well as the respective advantages have already been explained in connection with the observer module according to the invention and the acceleration module.

[0047] The object of the invention is also achieved by a vehicle according to patent claim 8. This contains the torque module according to the invention as well as the above-mentioned driver assistance module, for example a cruise control.

[0048] The vehicle also contains an actuator system for accelerating the vehicle to a torque input parameter. The vehicle also contains a driver interface for a driver of the vehicle to specify a driver torque value for the torque input parameter. As explained above for the observer module, the entire vehicle can be operated identically and switched between assistance mode and driver mode. In assistance mode, only the assistance torque value is fed into the actuator system as a torque input parameter. In driver mode, only the driver torque value is fed into the actuator system as a torque input parameter. In other words, the vehicle's actuator system is controlled either via the assistance torque value or via the driver torque value.

[0049] The problem is also solved by a method according to patent claim 9. This method serves to determine the above-mentioned differential acceleration of the vehicle. This occurs with the aid of the observer module or acceleration module or torque module or vehicle according to the invention. In the method, the assistance value and driver input are received via the input interfaces. The vehicle predictor then determines the current model value based on the vehicle model from the assistance value and the fed-back disturbance value. Furthermore, the vehicle predictor adapts the vehicle model to minimize the disturbance value based on the learning rule. The differential module determines the differential acceleration from the expected acceleration and the current actual value. The differential acceleration is fed back to the vehicle predictor as a disturbance value and provided at the output interface. The driver module determines the current driver value from the current driver input.

[0050] The observer module is operated alternately in the assistance mode and in the driver mode as desired (driver's wish) and is switched between them when changing.

[0051] In assistance mode, only the current model value is fed into the difference module as the expected acceleration. When switching from assistance mode to driver mode, the vehicle predictor's operation is paused in its current operating state. In driver mode, the vehicle predictor is then kept in the paused operating state, and only the current driver value is fed into the difference module as the current value of the expected acceleration.

[0052] When switching from driver operation to assistance mode, the vehicle predictor continues to operate from its stopped working state with the differential acceleration currently determined by the difference module as the starting value for the feedback disturbance value.

[0053] The invention is based on the following findings, observations, and considerations and also includes the following preferred embodiments. These embodiments are sometimes referred to as "the invention" for simplicity. The embodiments may also contain parts or combinations of the above-mentioned embodiments or correspond to them and / or may also include previously unmentioned embodiments.

[0054] The basic idea of ​​the invention is the calculation of the touchdown point of a disturbance observer for longitudinal control after driver intervention.

[0055] The invention is based on the finding that the CVM (Central Vehicle Management) disturbance variable observer is responsible for regulating target accelerations and compensating for occurring disturbances as quickly as possible. This is achieved by requesting both the required target drive torque and the required target braking torque from the drive and brake actuators for implementation.

[0056] The invention is based on the observation that, in practice, controllers are frequently initialized with a value of zero, meaning that disturbances can only be compensated for after some time, i.e., only after an initial learning phase. In situations where a reasonable learning process cannot take place, the controller is either "frozen" (stopped, paused) from the beginning or reset during this entire phase. This results in outdated values ​​being used for compensation after the anti-wind-up measure has been removed, or in the controller being reinitialized with a value of zero. In both cases, this results in temporary, but initially inadequate, disturbance suppression after such a phase.

[0057] The present problem concerns the driver intervention phase, during which the CVM disturbance observer does not learn any meaningful values. This is because the drive and braking torques required by the CVM disturbance observer are not necessarily implemented during this phase. The invention is based on the idea of ​​remedying this problem. This allows meaningful disturbance variables (variables on which the controller depends, e.g. mass, wheel radius, but also variables for feedforward control, e.g. longitudinal inclination) to be learned during this phase too. These learned disturbance variables are then used after the driver intervention has ended to set up the controller in such a way that it is able to compensate for the meaningfully learned, existing disturbance variables right from the start. This prevents a drop in acceleration (or excessive acceleration) after driver intervention.

[0058] The invention is based on the basic idea: The following three sub-steps enable the solution of the problem at hand: 1. Determination of the expected vehicle acceleration based on the driver's request 2. Determination of the controller touchdown point 3. Use of the controller touchdown point.

[0059] In detail: 1. Determination of the expected vehicle acceleration by driver request: For this purpose, the target wheel torques requested by the driver via the accelerator and brake pedals • to change the expected track behavior – how a braking and drive torque target is transferred to an actual acceleration – (e.g., delayed by a dead time). Alternatively, the actual wheel torques caused by the driver and correspondingly adjusted track behavior – how an actual braking and drive torque is transferred to an actual acceleration – can be used. • adapted to the known driving resistances • converted to accelerations using division by mass and wheel radius. The vehicle acceleration due to the driver's request is calculated by adding the driver's desired acceleration or deceleration via the accelerator pedal and the brake pedal. 2. Determining the controller touchdown point: The control deviation is determined by subtracting the actual acceleration from the expected vehicle acceleration based on the driver's input. The controller touchdown point is determined by filtering the previously calculated control deviation. 3. Use of the controller touchdown point: By using the controller touchdown point as the initial condition in the controller and “resetting” the controller to this touchdown point (i.e. no classic “reset” to zero or continued use of the fault value when switching to driver operation) after the driver intervention has ended.

[0060] Further features, effects, and advantages of the invention will become apparent from the following description of a preferred embodiment of the invention and the accompanying figures. Each of these figures shows a schematic diagram: Fig. 1 is a block diagram of a vehicle according to the invention in which a method according to the invention is carried out, Fig. 2 the determination of a driver value of an expected acceleration from a driver input in detail.

[0061] Fig. Figure 1 shows a symbolic block diagram of a vehicle 2 currently traveling. A driver 4 is present in the vehicle 2, who is currently actively controlling the vehicle longitudinally in a driver mode FB, namely, accelerating or decelerating or not actively intervening (hereinafter referred to as "acceleration," which can be positive, negative, or zero). This is accomplished by (or not) actuating a driver interface 8, namely the accelerator and brake pedals.

[0062] At will, driver 4 can also switch vehicle 2 from driver mode (FB) to assistance mode (AB). In assistance mode (AB), driver 4 is relieved of the vehicle's acceleration. This acceleration is then taken over by a driver assistance module 6, which is also a component of vehicle 2.

[0063] To operate the vehicle in driver mode FB, vehicle 2 has the driver interface 8. By activating it, the driver 4 generates a current driver torque value FMW of a torque input parameter 10. This is transmitted to an actuator 12. The actuator 12 is also a component of vehicle 2 and includes an engine (not shown) and brakes (not shown) of vehicle 2.

[0064] Vehicle 2 contains a torque module 14. This contains an acceleration module 16. This, in turn, contains an observer module 18. All three modules contain a first input interface 20a for a driver input 22, which is generated by driver 4 (possibly also via driver interface 8, shown in dashed lines). Furthermore, all three modules contain a second input interface 20b for an assistance value AW of a target acceleration 23 from driver assistance module 6.

[0065] The driver assistance module 6, together with the torque module 14, forms a driver assistance system 44 of the vehicle 2 (indicated by dashed lines). In this case, the driver assistance system 44 is thus formed from the driver assistance module 6 together with the torque module 14. As a result, this provides an assistance torque value AMW as a setpoint for the actuator system 12 of the motor vehicle. The actuator system 12 then accelerates (positive acceleration) or decelerates (negative acceleration) the vehicle 2, thus providing longitudinal guidance for the vehicle 2.

[0066] The observer module 18 contains a learning vehicle predictor 24. This contains a vehicle model 26. The vehicle predictor 24 is configured to determine a current model value MW of an expected acceleration 28 of the vehicle 2 based on the vehicle model 26. This determination is made from the assistance value AW specified by the driver assistance module 6 and a disturbance value SW, which is fed back by a difference module 30 of the observer module 18.

[0067] During its ongoing operation, the vehicle predictor 24 continuously adapts the vehicle model 26 based on a learning rule 32 in order to minimize the disturbance value SW.

[0068] The differential module 30 is configured to determine a differential acceleration DB. This determination is made from the expected acceleration 28 or a current value (see below) of the expected acceleration 28 and an actual value IW of the current acceleration of the vehicle 2. The current actual value IW is determined by a sensor system 36 of the motor vehicle 2 (not explained in detail).

[0069] In the Fig. 1, the sensor system 36 is shown in the observer module 18, but this can also be a component of the acceleration module 16, the torque module 14, or the entire vehicle 2. The torque module 14, the description module 16, and the observer module 18 then have a corresponding interface to the sensor system 36 in order to receive the actual value IW. The differential acceleration DB is fed back from the differential module 30 as the disturbance value SW to the vehicle predictor 24. The differential acceleration DB is also provided via an output interface 21. Before the feedback and output, the differential acceleration DB is filtered in a filter 42.

[0070] The observer module 18 contains a driver module 38. This is configured to determine a current driver value FW of the expected acceleration 28 based on the driver input 22 supplied by the driver 4.

[0071] The observer module 18, like or together with the entire vehicle 2, can be switched between driver mode (FB) and assistance mode (AB). In this case, it is operated in both modes in successive time periods and switches back and forth between the two modes. The observer module 18 is configured to execute the following procedure: In assistance mode AB, only the model value MW, but not the driver value FW, is fed into the difference module 30 as the value of the expected acceleration 28 (symbolically represented by the switch in the figure). In driver mode FB, however, only the driver value FW, but not the model value MW, is fed into the difference module 30 as the value of the expected acceleration 28.

[0072] When switching from assistance mode AB to driver mode FB, the operation of the vehicle predictor 24 is stopped (colloquially "frozen") in its current operating state 40. All internal values ​​(state variables, etc.) in the vehicle predictor 24 are thus maintained at the value prevailing at the moment of switching, and no further processing steps are performed in the vehicle predictor 24. This holding is maintained during driver mode FB until the switchback to assistance mode AB.

[0073] When changing from driver operation FB to assistance operation AB (downshift), the vehicle predictor 24 continues to operate from this working state 40, but now with the currently present disturbance value SW (at the moment of downshift), which is therefore currently determined and fed back by the difference module 30.

[0074] The driver input 22 here is a current actual torque (drive / braking torque) of the vehicle 2, which is currently being recorded or is being recorded on the vehicle 2 via a sensor system not shown (including deceleration sensor / speed sensor / ...).

[0075] As explained above, the acceleration module 16 contains the observer module 18. It also contains a pre-control module 60. This receives the assistance value AW of the target acceleration 23 via the second input interface 20b and is configured to determine a pre-control acceleration VB from this value. The acceleration module 16 also contains an addition module 62. This is configured to add the pre-control acceleration VB and the differential acceleration DB from the output interface 21 as a sum value to an acceleration BE for the vehicle 2. The description module 16 contains an output interface 64 for the acceleration BE.

[0076] As explained above, the torque module 14 contains the acceleration module 16 and a conversion module 66. This is configured to convert the acceleration BE from the output interface 64 into an assistance torque value AMW of the torque input parameter 10. The torque module 14 contains a further output interface 68 for this. Thus, either the assistance torque value AMD of the driver assistance system 44 or the driver torque value FMW of the driver 4 is available for the actuator system 12 in the vehicle 2 as the torque input parameter 10. In the assistance mode AB of the vehicle 2 or observer module 18 or acceleration module 16 or torque module 14, the actuator system 12 is only fed with the assistance torque value AMD, but not with the driver torque value FMW. In the driver mode FB, however, it is fed with the driver torque value FMW, but not with the assistance torque value AMD, in order to accelerate the vehicle 2.In the figure, this is also represented by a switch which is symbolically “operated” synchronously with the above-mentioned switch in front of the differential module 30.

[0077] Fig. Figure 2 shows in detail the determination of the driver value FW in the driver module 38 from the driver input 22. Here, the driver input 22 is alternatively a target torque (drive / brake) commanded by the driver 4 to the vehicle 2 via the driver interface 8. In the driver module 38, the correspondingly measured, determined, or commanded torques are converted to a raw acceleration 50 as a target wheel torque 46 based on an expected route behavior 48 of the vehicle 2. This raw acceleration 50 is adjusted to an expected driving acceleration 54 based on known driving resistances 52, and the adjusted driving acceleration 54 is converted to the current driver value FW of the expected acceleration 28 by dividing the driving acceleration by the mass 56 and wheel radius 58 of the vehicle 2. List of reference symbols 2 vehicles 4 drivers 6 Driver assistance module 8 Driver interface 10 torque input parameters 12 Actuators 14 Moment module 16 Acceleration module 18 Observer module 20a,b Input interface 21 Output interface 22 Driver input 23 Target acceleration 24 Vehicle Predictor 26 vehicle model 28 Acceleration (expected) 30 differential module 32 Learning instruction 36 Sensor technology 38 Driver module 40 Working condition 42 filters 44 Driver assistance system 46 Target wheel torque 48 Track behavior 50 raw acceleration 52 Driving resistance 54 Driving acceleration 56 Mass 58 wheel radius 60 pilot control module 62 Addition module 64 Output interface^ 66 Conversion module 68 Output interface FW driver value MW model value AW assistance value SW fault value IW actual value DB differential acceleration FB Driver Operation AB Assistance Operation VB pre-tax acceleration BE acceleration FMW driver torque value AMW assistance torque value QUOTES CONTAINED IN THE DESCRIPTION

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

[0000] WO 2020 / 001902 A1

[0002]

Claims

[1] Observer module (18) for determining a differential acceleration (DB) of a vehicle (2), - with a first input interface (20a) for a driver input (22) of a driver (4) of the vehicle (2), - and a second input interface (20b) for an assistance value (AW) of a target acceleration (23) of the vehicle (2) specified by a driver assistance module (6), - with a learning vehicle predictor (24) with a vehicle model (26) which is designed to - to determine a current model value (MW) of an expected acceleration (28) of the vehicle (2) using the vehicle model (26) from the assistance value (AW) of the target acceleration (23) of the vehicle (2) specified by the driver assistance module (6) and a feedback disturbance value (SW) for the acceleration of the vehicle (2), - and adapt the vehicle model (26) to minimize the disturbance value (SW) using a learning rule (32), - with a difference module (30) which is designed to determine a differential acceleration (DB) from the expected acceleration (28) and a current actual value (IW) of the acceleration of the motor vehicle (2), - wherein the differential acceleration (DB) is fed back to the vehicle predictor (24) as a disturbance value (SW), - with a driver module (38) which is designed to determine a current driver value (FW) of the expected acceleration (28) from the current driver input (22) of the driver (4) of the vehicle (2), - wherein the observer module (18) is designed to be selectively switchable to operate exclusively either in an assistance mode (AB) or in a driver mode (FB), wherein - in the assistance mode (AB) only the current model value (MW) is fed into the difference module (30) as the current value of the expected acceleration (28), - and when changing from assistance mode (AB) to driver mode (FB), operation of the vehicle predictor (24) is stopped in its current working state (40), - and in the driver operation (FB) the vehicle predictor (24) is kept in the stopped working state (40) and only the current driver value (FW) is fed into the difference module (30) as the current value of the expected acceleration (28), -and when changing from driver mode (FB) to assistance mode (AB), the vehicle predictor (24) continues to operate from its stopped working state (40) with the differential acceleration (DB) currently determined by the difference module (30) as the starting value for the feedback disturbance value (SW), - and an output interface (21) for the differential acceleration (DB). [2] Observer module (18) according to claim 1, characterized by that the driver module (38) is configured to receive the driver input (22) as the current actual torque caused by the driver (4) on the vehicle (2). [3] Observer module (18) according to one of the preceding claims, characterized by that the driver module (38) is configured to receive the driver input (22) as the target torque requested by the driver (4) on the vehicle (2) [4] Observer module (18) according to one of claims 2 to 3, characterized by that the driver module (38) is configured to receive the driver input (22) of the driver as the target wheel torque (46) of the vehicle (2) requested on the vehicle, - and convert the target wheel torque (46) to a raw acceleration (50) based on an expected route behaviour (48) of the vehicle (2), - and to adjust the raw acceleration (50) to an expected driving acceleration (54) based on known driving resistances (52) - and convert the driving acceleration (54) to the current driver value (FW) of the expected acceleration (28) by dividing the driving acceleration (54) by mass (65) and wheel radius (58). [5] Observer module (18) according to one of the preceding claims, characterized by that the observer module (18) contains a filter (42) which is connected between the difference module (30) and the output interface (21). [6] Acceleration module (16), - with the observer module (18) according to one of the preceding claims, - with a pilot control module (60) which is designed to determine a pilot control acceleration (VB) from the assistance value (AW) of the target acceleration (23), - with an addition module (62) which is designed to determine an acceleration (BE) as the sum value of the pilot control acceleration (VB) and the differential acceleration (DB). [7] Moment module (14), - with the acceleration module (16) according to claim 6, - and with a conversion module (66) which is designed to convert the acceleration (BE) into an assistance torque value (AMW) for a torque input parameter (10). [8] Vehicle (2), - with the moment module (14) according to claim 7, - with the driver assistance module (6), - with an actuator (12) for accelerating the vehicle (2) to a torque input parameter (10), - with an input interface (8) for a driver (4) of the vehicle (2) for specifying a driver torque value (FMW) for the torque input parameter (10), - whereby in assistance mode (AB) only the assistance torque value (AMW) and in driver mode (FB) only the driver torque value (FMW) is fed into the actuator (12) as a torque input parameter (10). [9] Method for determining a differential acceleration (DB) of a vehicle (2) with the aid of the observer module (18) according to one of claims 1 to 5 or the acceleration module (16) according to claim 6 or the torque module (14) according to claim 7 or the vehicle (2) according to claim 8, in which: - the vehicle predictor (24) - the current model value (MW) is determined from the assistance value (AW) and the feedback disturbance value (SW) based on the vehicle model (26), - and adapts the vehicle model (26) to minimize the disturbance value (SW) based on the learning rule (32), - the difference module (30) determines the differential acceleration (DB) from the expected acceleration (28) and the current actual value (IW), - the differential acceleration (DB) is fed back to the vehicle predictor (24) as a disturbance value (SW), - the driver module (38) determines the current driver value (FW) from the current driver input (22), - the observer module (18) is operated in the assistance mode (AB) and the driver mode (FB) and is switched between them, - wherein in the assistance mode (AB) only the current model value (MW) is fed into the difference module (30), - and when changing from assistance mode (AB) to driver mode (FB), the operation of the vehicle predictor (24) is stopped in the current working state (40), - and in the driver operation (FB) the vehicle predictor (24) is kept in the stopped working state (40) and only the current driver value (FW) is fed into the difference module (30) as the current value of the expected acceleration (28), -and when changing from driver operation (FB) to assistance operation (AB), the vehicle predictor (24) continues to operate from its stopped working state (40) with the differential acceleration (DB) currently determined by the difference module (30) as the starting value for the feedback disturbance value (SW).

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