Procedure and assistance system for a smooth transition from manual to automated driving and correspondingly equipped motor vehicle

Abstract

The invention relates to a method and an assistance system (2, 3) for the longitudinal guidance of a motor vehicle (1). The invention also relates to such a motor vehicle (1). In the method, an acceleration expected accordingly is determined during a manual control intervention by a driver (4). The deviation (19) of this acceleration from the actual acceleration (15) is then determined in each case. For the assistance system (2, 3) to take over the longitudinal guidance of the motor vehicle (1), the most recently determined deviation (19) is then set as the initial control deviation (28) in a controller (20, 25, 26, 27) of the assistance system (2, 3) for controlling a target acceleration during the automated longitudinal guidance.

Description

[0001] The present invention lies in the field of automotive engineering and relates to a method and a correspondingly configured assistance system for longitudinal guidance or for controlling the longitudinal guidance of a motor vehicle. The invention further relates to a motor vehicle with such an assistance system.

[0002] Today, motor vehicles are increasingly equipped with functions and systems that allow them to take over the driving task. However, these vehicles are still manually controlled by the driver. This can lead to competing control signals from a corresponding system and the driver, or to switching between manual and at least partially automated driving mode. In existing motor vehicles, such situations can result in undesirable behavior, such as sudden changes in acceleration or inconsistent reactions to control interventions or operator actions by the driver, or similar behaviors. Therefore, there is a need for further improvements in this area.

[0003] For example, EP 1 922 222 B1 describes a vehicle with a driver assistance system that includes a controller for regulating the acceleration of the vehicle, a distance control system, and an operating device for the driver assistance system arranged on the vehicle's steering wheel. An acceleration control element of the operating device serves to input an additional acceleration that can be specified by the driver and acts on the controller.

[0004] DE 10 2015 211 134 A1 describes a method for controlling a vehicle with an autonomous driving function. Before the autonomous driving function is aborted, a takeover request is generated for manual takeover by the vehicle driver. This manual takeover can then take place during a takeover period. The method determines an initial state of the vehicle at a start time of the takeover period and a target end state of the vehicle for an end time of the takeover period. Furthermore, a target trajectory is determined that transitions the vehicle from the initial state to the target end state during the takeover period. The vehicle is thus to be controlled in preparation for and / or during a takeover period in such a way that the safety and / or comfort of the vehicle's occupants is ensured during the takeover period.

[0005] The object of the present invention is to enable a smooth transition from manual control or longitudinal guidance of a motor vehicle to automated control or longitudinal guidance of the motor vehicle.

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

[0007] The method according to the invention can be used in the context of the longitudinal guidance of a motor vehicle that is configured for at least partially automated longitudinal guidance by means of a corresponding assistance system. The method can therefore be used to operate a corresponding vehicle control system or to control the motor vehicle. The method continuously monitors for manual control interventions by a driver of the motor vehicle in the longitudinal guidance of the motor vehicle. For this purpose, for example, an accelerator pedal and a brake pedal of the motor vehicle can be monitored for actuations by the driver using corresponding sensors. In addition, the method continuously determines or monitors a current actual acceleration, i.e. the actual acceleration of the motor vehicle in the vehicle's longitudinal direction or in or against the direction of travel.For this purpose, the actual acceleration can be measured using an acceleration sensor, for example.

[0008] Furthermore, in the method according to the invention, during a detected manual control intervention by the driver in the longitudinal guidance of the motor vehicle, an expected acceleration of the motor vehicle is determined. In other words, the nominal or, for example, without consideration of external factors or the current driving situation, corresponding operating actions by the driver, such as actuation of the accelerator pedal and / or the brake pedal of the motor vehicle, are determined during the manual control intervention, i.e., during manual longitudinal guidance of the motor vehicle. This expected acceleration during manual driving or manual vehicle or longitudinal guidance can also be referred to here as expected manual acceleration or expected driver operation acceleration.

[0009] In the present sense, an acceleration can, depending on the situation, be or mean a positive acceleration, i.e. an acceleration that increases the speed of the motor vehicle, or a negative acceleration, i.e. an acceleration that decelerates or reduces the speed of the motor vehicle.

[0010] Furthermore, in the method according to the invention, a deviation between this expected manual acceleration and the current actual acceleration is continuously determined, at least during the manual control intervention or during manual longitudinal guidance. This deviation can occur, for example, due to an uphill or downhill gradient of the surface traveled by the motor vehicle and / or due to a delayed reaction or inertia of a drive system of the motor vehicle and / or due to an additional load on the motor vehicle and / or the like. The deviation can be interpreted as a disturbance or control deviation.

[0011] Furthermore, in the method according to the invention, when the assistance system takes over the longitudinal guidance or for the longitudinal guidance of the motor vehicle after the previous manual control intervention of the driver, the deviation of the expected manual acceleration from the actual acceleration last determined during this previous manual control intervention, i.e. during the previous phase of manual vehicle or longitudinal guidance, is set, i.e. adjusted or used, as an initial condition, i.e. as an initial disturbance or control deviation in a controller of the assistance system for controlling a target acceleration during the automated longitudinal guidance.

[0012] The controller can therefore have the task of regulating target accelerations and correcting, i.e. compensating for, any disturbances that occur. However, during the preceding manual longitudinal control, the automated longitudinal control can be frozen or inactive. This can be achieved, for example, by stopping the controller or by applying zero values ​​in its control loop, which have no effect. This means that no control signals are generated by the controller or at least they are not implemented by a drive and / or braking system of the motor vehicle, i.e. corresponding actuators such as a drive motor, in particular an electric one, or a braking system. The controller itself can then accordingly no longer determine or learn meaningful values ​​for the control deviation and / or the required parameter values, such as the vehicle mass or wheel size or the like.Accordingly, the controller might initially use incorrect or outdated values, which could lead to undesirable and unpredictable behavior, at least until the controller has adjusted itself, i.e. adapted or adjusted to the respective situation.

[0013] In conventional approaches, so-called anti-windup measures can be used in such situations, or the controller can be initialized with zero values ​​or situation-independent predefined values ​​at the beginning of the automated control or longitudinal control, or reset—if necessary multiple times. These approaches can thus lead to disturbance suppression that is temporary, but inadequate, at least in the initial phase of the automated control.

[0014] This is avoided or at least significantly reduced by the present invention. Because the deviation is also determined during manual longitudinal control, even though it is not actually required for vehicle control or guidance, it can be ensured that a plausible initial value is available at the very beginning of automated longitudinal control, at least for the control deviation or for any other parameters that may be required. This allows the controller to be set up, i.e., initialized, so that it can compensate for currently existing disturbances or disturbance variables immediately, i.e., already in its first run or clock cycle, at least relatively accurately.Depending on the situation, this can, for example, avoid or reduce a short-term undesirable drop in acceleration or a short-term sudden increase in acceleration that might otherwise occur during or immediately after the assistance system takes over longitudinal control, compared to previous procedures or vehicles.

[0015] The initialization, i.e., at least the initially set control deviation, can be maintained in the controller until the controller has adjusted itself to the current situation or conditions, i.e., has learned or delivers plausible values. This can include, for example, a dead time or delay of the controller or a learning time for required parameter values, such as the vehicle mass or wheel size.

[0016] The present invention also relates to an assistance system for a motor vehicle. The assistance system has an input interface for acquiring input data, a data processing device for processing the input data and generating corresponding control signals, and an output interface for outputting the control signals. According to the invention, the assistance system is configured to execute, in particular automatically, the method according to the invention. The assistance system according to the invention can therefore, in particular, be the assistance system mentioned in connection with the method according to the invention or correspond to it.The input data can be or include, for example, sensor data from sensors of the respective motor vehicle, for example a position sensor of the accelerator pedal and brake pedal of the motor vehicle, status data that can indicate, for example, a current status, in particular the longitudinal inclination, of the motor vehicle, and / or more. By means of the generated control signals, for example, actuators for accelerating and / or decelerating the motor vehicle or a corresponding intermediate drive or brake control unit of the respective motor vehicle can be controlled. The assistance system or the output interface can be configured, for example, for connection to or integration into an on-board electrical system of the motor vehicle equipped with the assistance system according to the invention. The input interface and the output interface can be separate or combined in a common bidirectional interface.The input interface and the output interface can each be designed entirely or partially in hardware and / or in software.

[0017] In one possible embodiment of the present invention, the assistance system is configured to determine, during automated longitudinal guidance, a target torque or total target torque to be set by corresponding actuators of the motor vehicle based on current status data, the current actual acceleration of the motor vehicle, and a target acceleration of the motor vehicle determined by the assistance system, modified by the controller in accordance with a current disturbance or control deviation. Using the corresponding control signals, the assistance system is configured to control the actuators to set this target torque—directly or indirectly, for example, via a corresponding interposed control unit or the like. The status data indicates at least the current longitudinal inclination of the motor vehicle and / or a surface currently being traveled on by the motor vehicle.This can be determined or ascertained, for example, using a corresponding longitudinal inclination sensor of the motor vehicle or the assistance system and / or using map data in conjunction with current position data indicating the position of the motor vehicle or the assistance system. Likewise, the status data can also indicate or include, for example, the mass and / or wheel size of the motor vehicle—possibly automatically learned or determined.

[0018] The target acceleration initially determined by the assistance system can be a target acceleration determined according to an automatically planned driving maneuver or an automatically planned trajectory and based on environmental data. This can therefore, for example, take into account the course of the road and / or any obstacles or other road users in the vicinity of the vehicle, or locally applicable traffic regulations, and / or a speed limit currently in force or in the direction of travel ahead, and / or the like. By modifying this initially determined target acceleration using the controller or according to the current control deviation, disturbances—i.e., influences that would result in the initially determined target acceleration not actually being achieved or implemented—can be compensated.The target torque resulting from the modified target acceleration can therefore in practice lead to the actual speed of the motor vehicle changing at least more precisely or at least almost in accordance with the initially determined target acceleration.

[0019] In a further possible embodiment of the present invention, the controller of the assistance system provided or configured for automatically controlling the target acceleration during automated longitudinal guidance comprises a predefined vehicle or vehicle behavior model. This model can model the behavior, in particular the acceleration, of the motor vehicle. For example, various resistances or loss factors or inertias or reaction times of the motor vehicle and / or the like can be modeled in the vehicle model or used as predefined parameter values. Likewise, the current actual acceleration of the motor vehicle can be used as a parameter value in the vehicle model.For example, when the assistance system takes over longitudinal guidance as described, the deviation determined during manual longitudinal guidance is set as the initial control deviation in the controller for automatic control of the target acceleration, the current actual acceleration of the motor vehicle can be set as a parameter value in the vehicle model, or the vehicle model can be reset and initialized with the current actual acceleration. In the embodiment of the present invention proposed here, the assistance system or its controller is configured to use this vehicle model to determine an expected acceleration from the target acceleration initially determined for the automated longitudinal guidance during automated longitudinal guidance of the motor vehicle and to use it in the controller.

[0020] The expected acceleration can be determined using the vehicle model, in particular taking into account the current or most recently determined actual acceleration of the motor vehicle and / or taking into account status data that indicate at least the current longitudinal inclination of the motor vehicle and / or the surface it is currently traveling on. Since this expected acceleration is expected during automated longitudinal guidance, it can also be referred to here as the expected automated acceleration of the motor vehicle.

[0021] The use of a vehicle model proposed here can enable a particularly precise and reliable determination of the expected acceleration. For example, the vehicle model can take individual or model-specific characteristics of the respective motor vehicle into account or contain them as parameter values. Likewise, the vehicle model can be or include, for example, a model or a machine learning device. The vehicle model can then be configured to learn the behavior or reactions of the motor vehicle during operation, for example for different control signals and / or operating states and / or environmental situations, and to automatically adapt the vehicle model accordingly. The correspondingly precise determination or prediction of the expected acceleration can enable particularly precise and effective control, i.e., minimization or particularly precise and effective compensation of control deviations.

[0022] In a possible further development of the present invention, the controller for automatically controlling the target acceleration during automated vehicle guidance is configured to use a deviation of the expected acceleration determined using the vehicle model from the corresponding or current actual acceleration as a disturbance or control deviation of the controller. This allows the initially determined target acceleration to be modified to obtain a base or output variable for determining the target torque or total target torque to be ultimately set. This allows for effective control and thus particularly comfortable automated longitudinal guidance of the motor vehicle.

[0023] In a further possible embodiment of the present invention, the assistance system is configured to determine the expected acceleration during the manual control intervention, i.e., during manual longitudinal guidance, based on a torque to be set, which results from taking this manual control intervention into account, using a predefined vehicle or vehicle behavior model. This vehicle model can model the behavior, in particular the acceleration, of the motor vehicle. This can be the same model or another instance of the model that can also be used - as described elsewhere - in the controller for the automatic control of the target acceleration during automated longitudinal guidance. The torque to be set can, for example, be a torque resulting or prevailing according to a corresponding balancing.For example, a driver-desired acceleration torque resulting from the current actuation or position of the vehicle's accelerator pedal and a driver-desired braking torque resulting from the current actuation or position of the vehicle's brake pedal can be taken into account. Likewise, an accelerating or decelerating torque requested simultaneously by the vehicle or another assistance system can be taken into account. To determine the torque to be set, i.e. the torque to be applied, a maximum selection (MAX selection) can be made for the requested accelerating torques and a minimum selection (MIN selection) for any requested decelerating torques can be made. The specified vehicle model can use the current status data, which indicate at least the current longitudinal inclination of the vehicle and / or the surface it is traveling on, as additional inputs or parameters.The vehicle model can also use the vehicle mass, in particular automatically learned by the assistance system, and / or the wheel size of the motor vehicle, in particular automatically learned by the assistance system. The vehicle mass and / or the wheel size can be learned, for example, based on the behavior, i.e., the reaction of the motor vehicle, in particular the change in the actual acceleration in response to an output control signal or to a torque actually applied by means of the actuators mentioned elsewhere.

[0024] The use of the vehicle model proposed here can – analogous to the use of the vehicle model or a vehicle model in the controller for the automatic control of the target acceleration during automated longitudinal guidance described elsewhere – enable a particularly precise and reliable determination of the expected acceleration. By using the same calculations during manual longitudinal guidance and during automated longitudinal guidance, for example, to convert between accelerations and torques, and / or the same vehicle model, the compatibility of the corresponding calculation branches or modules of the assistance system with each other, i.e., for example, the mutual usability of the variables determined with them or the inputs intended for them, can be ensured.This means that the deviation determined during manual longitudinal control can at least substantially correspond to the deviation that would have been determined in the same situation or under the same conditions with automated longitudinal control. This deviation determined during manual longitudinal control can thus be used directly and without further modification, for example, without further conversions or adjustments, as the initial control deviation or touchdown point or touchdown value in the controller for the automatic control of the target acceleration during automated longitudinal control.

[0025] In a possible development of the present invention, the assistance system is configured to convert the torque to be set, or total or wheel torque, into a corresponding target acceleration of the motor vehicle and to use this as input for the vehicle model. This allows the various functions or modules of the assistance system to be implemented particularly easily. In particular, the same model can then easily be used to determine the respective expected acceleration both during manual longitudinal guidance and during automated longitudinal guidance. Alternatively, it could also be possible to use the torque to be set as input for the vehicle model. Using this vehicle model, a corresponding expected torque could then be determined. This expected torque could then be converted into the expected acceleration.

[0026] In a further possible embodiment of the present invention, the assistance system has a filter for filtering the deviations determined during the manual control intervention, i.e. during manual longitudinal guidance. This filter can also be referred to here as the first filter or driver module filter. Using this filter, the determined deviations, i.e. a corresponding sequence of values ​​or data series or a temporal progression of the deviations, can be smoothed. This makes it possible to suppress or dampen noise, outliers, or measurement errors. In a simple case, a PT1 filter or a PT1 element, for example, can be used as the filter. However, more complex filters can also be used. Furthermore, in the embodiment of the present invention proposed here, the assistance system is set up toThe control deviation in the controller provided or set up for the automatic control of the target acceleration during automated longitudinal guidance is to be set to the most recently determined deviation filtered using the driver module filter. This can ensure particularly consistent behavior of the assistance system or the motor vehicle, particularly across multiple application cases of the method, i.e. across multiple takeovers of longitudinal guidance by the assistance system. In other words, reactions that deviate from an expectation or usual behavior or normal behavior, for example due to outliers or measurement errors or the like, can be avoided or dampened. This can ultimately lead to particularly uniform, i.e. smooth or jerk-free acceleration behavior of the motor vehicle when the assistance system takes over longitudinal guidance, and thus to improved driving orEnable the comfort of using the motor vehicle.

[0027] In a further possible embodiment of the present invention, the controller of the driver assistance system provided for automatically controlling the target acceleration during automated longitudinal guidance has a filter. This filter can also be referred to here as a second filter or FAS module filter (FAS: driver assistance system). In the embodiment of the present invention proposed here, the assistance system is configured to set the initial control deviation in this filter upon taking over longitudinal guidance. In other words, the deviation determined during the preceding manual longitudinal guidance, which is set as the initial control deviation, can be used as a parameter value for the initialization or as the starting point of the second filter. The second filter can be the last element in the controller or its control loop.Thus, the embodiment of the present invention proposed here ensures that the set initial control deviation is used as directly as possible in the first run or calculation or clock cycle of the controller to modify the initially determined target acceleration. The second filter provided here and the first filter mentioned elsewhere can have the same structure. This can enable a particularly simple implementation or realization of the assistance system. The first filter and the second filter can also be configured or programmed identically or differently depending on their different application purposes.

[0028] The present invention also relates to a motor vehicle which has actuators for driving and decelerating, for example a drive motor, in particular an electric one, or else a braking system, and which can be controlled manually by a driver and is configured for at least partially automated longitudinal guidance. The motor vehicle according to the invention is equipped with the assistance system according to the invention. Thus, the motor vehicle according to the invention is also configured for the, in particular automatic, execution or application of the method according to the invention. The motor vehicle according to the invention can in particular be the motor vehicle mentioned in connection with the method according to the invention and / or in connection with the assistance system according to the invention or correspond thereto. Accordingly, the motor vehicle according to the invention can have some or all of the properties and / or features mentioned in these contexts.

[0029] Processes, measures or sequences mentioned or described here in connection with the assistance system according to the invention and / or the motor vehicle according to the invention can form further, possibly optional, process steps of the process according to the invention.

[0030] Further features of the invention may emerge from the claims, the figures, and the description of the figures. The features and combinations of features mentioned above in the description, as well as the features and combinations of features shown below in the description of the figures and / or in the figures alone, can be used not only in the respective combinations specified, but also in other combinations or on their own, without departing from the scope of the invention.

[0031] The drawing shows in the only figure a schematic representation of a motor vehicle with a scheme to illustrate a vehicle control system.

[0032] Fig. Figure 1 shows a partial schematic representation of a motor vehicle that can be driven manually or at least partially automatically. Motor vehicle 1 has a corresponding assistance system comprising a driver module 2 and an ADAS module 3. Driver module 2 is used in manual driving mode, i.e., with manual longitudinal guidance of motor vehicle 1. ADAS module 3 is used in at least partially automated driving mode, i.e., with at least partially automated longitudinal guidance of motor vehicle 1.

[0033] With manual longitudinal guidance, a driver 4 of the motor vehicle 1 can specify an accelerator pedal torque 5 as the driver's desired acceleration torque by actuating an accelerator pedal, and a brake pedal torque 6 as the driver's desired braking torque by actuating a brake pedal. This allows corresponding actuators 7 of the motor vehicle 1 to be controlled to set these torques.

[0034] Based on the respective current accelerator pedal torque 5 and brake pedal torque 6, and possibly also taking into account a torque requested by the assistance system, for example, by appropriate balancing or selection, a target torque determination 8 can be carried out in the driver module 2. Within the scope of this target torque determination 8, a target torque to be set during manual longitudinal guidance, i.e. at least also in accordance with a current manual control intervention by the driver 4, is determined by means of the actuators 7.

[0035] This is then converted into a corresponding acceleration in the driver module 2 as part of a torque conversion 9. However, this does not necessarily correspond to the target acceleration to be achieved. Rather, the acceleration calculated in the torque conversion 9 is used as an input in a target acceleration calculation 10, within the framework of which the current target acceleration of the motor vehicle 1 is calculated. Current status data 11, such as a longitudinal inclination of the motor vehicle 1 or the incline or decline of a surface currently being traveled by the motor vehicle 1 and / or other variables, can also be incorporated into this target acceleration calculation 10. This status data 11 can, for example, be determined by or as part of a feedforward control 12. This can, for example, be part of the ADAS module 3.

[0036] The resulting total target acceleration is then fed as input to a first vehicle model instance 13. This determines or predicts the expected acceleration of motor vehicle 1 under the given conditions. This may deviate from the previously determined target acceleration due to various factors or influencing variables.

[0037] Here, the expected vehicle acceleration of motor vehicle 1 according to the driver's command is determined. For this purpose, the target wheel torques requested by the driver 4 through corresponding pedal actuations, or the accelerator pedal torque 5 and the brake pedal torque 6, can effectively be changed or modified by an expected route behavior that describes or influences how a target braking or drive torque is transmitted or affects the acceleration of motor vehicle 1. For example, a deceleration or dead time can be taken into account or incorporated. Likewise, actual wheel torques caused by the driver 4 and a correspondingly adapted route behavior that describes or influences how an actual braking or drive torque is transmitted or affects the acceleration of motor vehicle 1 could be used. For example, predetermined driver resistances can be taken into account or an adjustment can be made based on them.The expected acceleration can then be determined from the corresponding moment, for example by dividing it by the vehicle mass and the wheel radius, analogous to the moment conversion 9.

[0038] The expected acceleration supplied as output by the first vehicle model instance 13 is then compared or balanced in the driver module 2 with a current, actually given actual acceleration 15 of the motor vehicle 1 as part of a driver operation deviation calculation 14. In this process, a deviation or difference between the expected acceleration and the actual acceleration 15 is determined. These steps or calculations are repeated continuously or regularly, for example, at a predetermined clock frequency, resulting in a corresponding series or sequence of determined deviations. The determined deviations are each fed to a driver operation filter 16 in the driver module 2. This driver operation filter 16 can smooth the sequence or series of determined deviations. The output of the driver operation filter 16 thus results in a correspondingly filtered or smoothed driver operation deviation 17.This can be interpreted as a current disturbance or control deviation that occurs during manual longitudinal control. During this manual longitudinal control, the current driver operation deviation 17 can be continuously determined and temporarily stored or retained in the driver module 2, but it is not actually used there.

[0039] If the driver 4 now ends their manual steering intervention, the assistance system can take over the longitudinal control of the motor vehicle 1, i.e., switch from manual to automated longitudinal control. To do this, the assistance system can first determine or record an ADAS target acceleration specification 18. This is, for example, a target acceleration determined based on the current driving situation. Likewise, when the assistance system takes over the longitudinal control of the motor vehicle 1, the filtered driver operation deviation 17 last determined during the previous manual longitudinal control can be set as an initial control deviation or starting point, i.e., as an initial value 28 for a first run or clock cycle or calculation cycle of the ADAS module 3. By means of a corresponding ADAS operating deviation 19, the ADAS target acceleration specification 18 is then modified or corrected as part of an ADAS target acceleration modification 20.This allows disruptive influences or circumstances that led to the driver operation deviation 17 during the previous manual driving operation to be taken into account or compensated for immediately from the start of automated longitudinal guidance. The output of the ADAS target acceleration modification 20 is a corrected or modified ADAS target acceleration 21. This is then combined with the current status data 11 within the framework of an ADAS total target acceleration calculation 22 to produce a total target acceleration. This total target acceleration, in turn, is then converted into a corresponding total target torque or total target wheel torque to be set within the framework of an acceleration conversion 23. The acceleration conversion 23 can therefore be an inverse calculation to the torque conversion 9.

[0040] The total target torque determined in this way is then assigned to the various actuators 7 or distributed among the various actuators 7 within the framework of an actuator assignment 24. The actuators 7 are then controlled accordingly.

[0041] As soon as the driver 4 no longer intervenes in the longitudinal guidance of the motor vehicle 1 or the assistance system is no longer overridden, i.e. is no longer torque-guiding, the ADAS module 3 can be unfrozen, reset or reinitialized. The initial condition is the disturbance previously observed in the driver module 2 during manual longitudinal guidance, together with variables or outputs of the feedforward control 12 in the direction of the actuators 7. This can take place in a first run or clock cycle without a complete run through of a controller implemented in the ADAS module 3. During the reset or reinitialization, a second vehicle model instance 25 provided in the ADAS module 3 can also be reset or reinitialized. The current actual acceleration 15 is set as the parameter value therein. This can then be used to determine an expected acceleration of the current or expected acceleration output by the second vehicle model instance 25.correspond to the actual acceleration 15 that actually occurs.

[0042] Subsequently, an expected acceleration output by the second vehicle model instance 25 can be compared with the actual acceleration 15 in order to determine their difference, i.e., deviation from one another, as a disturbance or control deviation within the framework of a corresponding ADAS deviation calculation 26. This can then be fed as input to an ADAS operating filter 27. In this ADAS operating image 27, the thus calculated deviation between the actual acceleration 15 and the expected acceleration of the motor vehicle 1 determined by the second vehicle model instance 25 can then replace the initial value 28 set in the ADAS operating filter 27 in the first clock cycle according to a corresponding output of the driver module 2. This then allows a corresponding control loop of the ADAS module 3 to continue operating. The ADAS module 3 can therefore then independently monitor and control the acceleration of the motor vehicle 1.

[0043] In this case, a problem that previously occurred during or immediately after manual driver intervention, i.e., at the beginning of subsequent automated longitudinal control, can be solved. This problem could previously result in a drop in acceleration or a burst of acceleration after the end of manual driver intervention, i.e., manual longitudinal control, as opposed to the desired continuous or jerk-free continuation or adjustment of the previous acceleration. The problem is based on the fact that, until now, a disturbance observer of an automated longitudinal control system cannot determine or learn meaningful parameter values ​​during the manual longitudinal control phase, since the drive and braking torques required by this disturbance observer or this system may not necessarily be implemented.

[0044] This problem can be solved by the assistance system proposed here and its mode of operation, since even during the manual vehicle control phase, meaningful parameter values ​​or disturbance variables can be determined or learned for the controller of the ADAS module 3 using the driver module 2. This allows the controller of the ADAS module 3 to be set up or initialized after the driver 4 has completed manual control intervention in such a way that it is capable of compensating for the meaningfully determined or learned given disturbance variables or corresponding control deviations right from the start. Such a disturbance variable observer of the assistance system for automated longitudinal guidance can, for example, correspond to the ADAS module 3 without the actuator assignment 24.

[0045] Overall, the described examples show how a point determination of a disturbance observer for automated longitudinal control after a driver intervention in a vehicle can be realized and applied. List of reference symbols 1 motor vehicle 2 driver module 3 FAS module 4 drivers 5 Accelerator pedal torque 6 Brake pedal torque 7 actuators 8 Target torque determination 9 Momentum conversion 10 Target acceleration calculation 11 Status data 12 Feedforward control 13 first vehicle model instance 14 Driver operation deviation calculation 15 Actual acceleration 16 Driver operation filters 17 Driver operation deviation 18 FAS target acceleration specification 19 FAS operational deviation 20 FAS target acceleration modification 21 modified FAS target acceleration 22 FAS total target acceleration calculation 23 Acceleration conversion 24 Actuator assignment 25 second vehicle model instance 26 FAS deviation calculation 27 FAS operating filters 28 Initial 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] EP 1 922 222 B1

[0003] DE 10 2015 211 134 A1

[0004]

Claims

[1] Method for the longitudinal guidance of a motor vehicle (1) which is designed for at least partially automated longitudinal guidance by means of an assistance system (2, 3), wherein automatically - continuous monitoring of manual control interventions by a driver (4) of the motor vehicle (1) in its longitudinal guidance and a current actual acceleration (15) of the motor vehicle (1) is carried out, - during a detected manual control intervention, an expected acceleration of the motor vehicle (1) is determined, - a deviation of this expected acceleration from the actual acceleration (15) is continuously determined, - for the assistance system (2, 3) to take over the longitudinal guidance of the motor vehicle (1), the deviation (19) last determined during the manual control intervention is set as an initial control deviation (28) in a controller (20, 25, 26, 27) of the assistance system (2, 3) for controlling a target acceleration during the automated longitudinal guidance. [2] Assistance system (2, 3) for a motor vehicle (1), comprising an input interface for detecting input data, a data processing device for processing the input data and for generating corresponding control signals, and an output interface (24) for outputting the control signals, wherein the assistance system (2, 3) is configured to carry out the method according to claim 1. [3] Assistance system (2, 3) according to claim 2, characterized byin that the assistance system (2, 3) is designed to determine, during the automated longitudinal guidance, a target torque to be set by means of corresponding actuators (7) of the motor vehicle (1) on the basis of current status data (11) which represent at least one current longitudinal inclination of the motor vehicle (1), the current actual acceleration (15) and a target acceleration determined by the assistance system (2, 3) by means of the controller (20, 25, 26, 27) in accordance with a current control deviation, and to control the actuators (7) to set this target torque by means of the corresponding control signals. [4] Assistance system (2, 3) according to claim 2 or 3, characterized byin that the controller (20, 25, 26, 27) comprises a predetermined vehicle model (25) and is designed to determine an expected acceleration during the automated longitudinal guidance from a target acceleration determined for the automated longitudinal guidance by means of this vehicle model (25), in particular taking into account the actual acceleration (15) and / or status data (11) which indicate at least a current longitudinal inclination of the motor vehicle (1), and to use this acceleration in the controller (20, 25, 26, 27). [5] Assistance system (2, 3) according to claim 4, characterized by that the controller (20, 25, 26, 27) is designed to use a deviation of the expected acceleration determined by means of the vehicle model (25) from the actual acceleration (15) as a control deviation of the controller (20, 25, 26, 27). [6] Assistance system (2, 3) according to one of claims 2 to 5, characterized bythat the assistance system (2, 3) is designed to determine the expected acceleration during the manual control intervention on the basis of a torque to be set, which is to be taken into account, by means of a predetermined vehicle model (13). [7] Assistance system (2, 3) according to claim 6, characterized by that the assistance system (2, 3) is designed to convert the torque to be set into a corresponding target acceleration and to use this as input for the vehicle model (13). [8] Assistance system (2, 3) according to one of claims 2 to 7, characterized by that the assistance system (2, 3) has a filter (16) for filtering the deviations determined during the manual control intervention and is designed to set the last determined filtered deviation (19) as the initial control deviation (28). [9] Assistance system (2, 3) according to one of claims 2 to 8, characterized bythat the controller (20, 25, 26, 27) has a filter (27) used during the at least partially automated longitudinal guidance and the assistance system (2, 3) is designed to set the initial control deviation (19, 28) in this filter (27). [10] Motor vehicle (1), comprising actuators (7) for driving and decelerating the motor vehicle (1), wherein the motor vehicle (1) can be controlled manually by a driver (4) and is set up for at least partially automated longitudinal guidance and is equipped with the assistance system (2, 3) according to one of claims 2 to 9.

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