PEDAL SYSTEM FOR A VEHICLE ENGINEERED FOR AT LEAST PARTIALLY AUTOMATED DRIVING

Description

[0001] The invention relates to a pedal system for a vehicle designed for at least partially automated driving, wherein the pedal system comprises an accelerator pedal and a brake pedal. The invention further relates to a vehicle with such a pedal system, a method for controlling a pedal system, and a computer program product.

[0002] Vehicles are increasingly being equipped with driver assistance systems that enable assisted, partially automated, highly automated, or fully automated driving, for example, to relieve the driver of routine tasks or to support them in critical situations. The higher the level of automation, the greater the demands placed on the sensors, actuators, and processing units that support the driving function. For safety reasons, such as in the event of an unsafe condition or if the driving function does not function as expected by the driver, but also due to the still-evolving rules governing the assumption of responsibility in the event of an accident, the driver of such a vehicle must therefore be able to take over control of the vehicle within a short time.

[0003] For example, numerous variations of adaptive cruise control, steering assist, and traffic jam assist systems are known. These driver assistance functions can actively intervene in the vehicle's longitudinal control or at least partially take it over. Driver assistance functions that actively intervene in the vehicle's lateral control or at least partially take it over are also known. Furthermore, driver assistance functions can also take over a multitude of driving tasks, up to and including highly automated or fully automatic driving. Such systems offer varying degrees of automation. The (actually usable) degree of automation can also vary considerably within a single route due to various boundary conditions.

[0004] In vehicles currently on the market, the driver can override ("override") automated longitudinal or lateral guidance of the vehicle by applying increased force when operating the controls (accelerator pedal and / or brake pedal, steering wheel).

[0005] For example, during an autonomously performed steering maneuver, increased manual steering input from the driver can cause oversteering. Similarly, during an acceleration maneuver initiated by the vehicle, stronger acceleration can be achieved by pressing the accelerator pedal harder.

[0006] One disadvantage of currently available vehicles is that a quick and intuitive takeover of the accelerator pedal operation, as well as the precise application of the correct control element with or without a takeover request (TOR), is not guaranteed. Furthermore, there is a risk of incorrect operation if the driver, after a prolonged period of inactivity, might miss or confuse the correct pedal (e.g., the accelerator and / or brake pedal). This can occur, for example, if the driver is very relaxed or even drowsy due to the vehicle's autonomous driving mode.

[0007] Currently, partially and highly automated driving systems in vehicles are designed in such a way that automated driving is deactivated if the driver makes significant interventions in the vehicle's operation. For example, if the vehicle is automatically regulating a set speed based on the traffic ahead, the automated driving function is deactivated when the driver applies the brakes.

[0008] EP 2 604 462 A1 discloses a method and a control for controlling an active accelerator pedal, which includes an actuator that can adjust the return force of an accelerator pedal lever to activate a footrest function when the vehicle speed controller is active.

[0009] DE 10 2012 002 318 A1 discloses a method for operating a vehicle with a driver assistance system, in which a guidance device comprising a steering wheel and / or a pedal has an actuator designed to generate force feedback on the pedal and / or the steering wheel depending on a control signal from the driver assistance system.

[0010] JP 2000-054860 A discloses a method that enables rapid execution of pedal actuation and a reduction in the load of pedal actuation during automatic driving control.

[0011] DE 10 2013 019 141 A1 discloses a method for changing driving modes in a driver assistance system. A sensor device includes a sensor arranged on a pedal of the vehicle. Driver data includes touch data from the sensor. A safety condition requires that the driver's foot is on the pedal and / or that the driver presses the pedal down to a predetermined position.

[0012] DE 10 2013 019 202 A1 discloses a vehicle with a driver assistance system in which a driver is supported in performing driving maneuvers by an actuator of the driver assistance system designed to generate a force perceptible to the driver, depending on a control signal at a pedal assembly of the vehicle. The method is based on the situation in which a driver is performing driving maneuvers with the vehicle, i.e., changing their driving situation. Starting from a current maneuver step, i.e., the current steering wheel position and the current position of the pedal assembly, object data is used to determine what would happen if the driver switched from the current maneuver step to maneuver steps different from the current one.For this purpose, a risk value is determined, which indicates the probability that a collision between the vehicle and one of the objects in the vicinity will occur if a specific maneuver is initiated. By determining the risk values ​​for a multitude of possible maneuvers, the driver assistance system creates a map that assigns a risk value to a variety of possible steering wheel positions or angles and a multitude of acceleration and braking processes.

[0013] There is a need for a coherent solution for the driver to be able to control a vehicle with at least partially automated longitudinal guidance, e.g., in the event that the driver needs or wants to take over at least the longitudinal control of the vehicle in a short time, preferably without this leading to a deactivation or interruption of the driver assistance function.

[0014] This problem is solved by a pedal system according to the features of claim 1, a vehicle according to the features of claim 13, a method according to the features of claim 14, and a computer program product according to the features of claim 15. Advantageous embodiments are described in the dependent claims.

[0015] The invention proposes a pedal system for a vehicle designed for at least partially automated driving, wherein the pedal system comprises at least an accelerator pedal and a brake pedal. The pedal system is assigned a mapping function between pedal actuation and control parameters for the longitudinal guidance of the vehicle. When the vehicle is controlled at least partially automatically, the pedal system is configured to vary the mapping function between the pedal actuation and the control parameters for the longitudinal guidance of the vehicle during vehicle operation, depending on a variable of the vehicle's driving behavior representing the degree of automation, as well as at least one first condition leading to a first change, in particular a restriction, of the mapping function of the pedal actuation, and / or at least one second condition leading to a second change, in particular a removal of the restriction, of the mapping function of the pedal actuation.The control parameters processed can be the resulting control parameters dependent on the pedal actuation. For example, a control parameter can also be a setpoint for vehicle acceleration and / or speed and / or rotational speed transmitted to the vehicle's drive system. According to the invention, the pedal system is designed to vary the mapping of the accelerator pedal and / or brake pedal actuation into a longitudinal control of the vehicle depending on current and previous monitoring of certain spatial areas in the vicinity of the vehicle.

[0016] The invention makes it possible to exert certain influences on vehicle control when the vehicle is at least partially automated. In particular, the driver can make certain maneuver decisions without activating the automated driving system and thus avoid the risk of confusing controls or making a driving error.

[0017] The pedal system enables intelligent interaction between automated and manual driving. The vehicle allows for intelligent steering input, particularly regarding its longitudinal dynamics. The pedal position can be used, and mapping characteristics can be adjusted, with the aim of allowing driver participation while maximizing safety.

[0018] The pedal system can be designed in such a way that even in the event of a sudden, desired, or necessary transition from a (partially) automated driving mode to a manual or at least partially manual mode, no dangerous consequences arise, even in the event of possible driver errors. The pedal system can also be designed in such a way that such control of the vehicle's longitudinal guidance using at least one pedal of the pedal system (with a varied or limited mapping function) does not automatically lead to a deactivation or interruption of the driver assistance function.

[0019] The accelerator pedal and the brake pedal can be separate controls within the pedal system. Alternatively, the accelerator and brake pedals can be combined into a single, universal pedal for controlling the vehicle's acceleration and deceleration. In particular, the pedal system may include at least one control for stepless, one-handed control of the vehicle's longitudinal steering. For example, it is not necessary for the pedals or controls of the pedal system to be operated with one or more feet; operation with one or two hands is also possible.

[0020] The pedal actuation mapping function refers to the mapping of a pressure force on the pedal and / or a pedal position, particularly a pedal angle, into the longitudinal control of the vehicle. This mapping function is expressed by a mathematical relationship, for example, in the form of one or more characteristic curves, coefficients of a formula, or values ​​stored in a lookup table. The mathematical relationship may include time values ​​or parameters representing one or more temporal behavioral parameters of the pedal actuation mapping function to the longitudinal control of the vehicle. The mathematical relationship may be stored in a processing unit or memory within the pedal system.

[0021] Varying the mapping function is to be understood as changing the mathematical relationship of the mapping function of the pedal actuation, e.g. the characteristic curve mentioned above.

[0022] The limitation of the pedal actuation mapping function includes the exclusion of excessive acceleration or deceleration, or an excessively rapid increase in acceleration or deceleration force. Likewise, the limitation of the pedal actuation mapping function includes a restriction or conversion of the aforementioned criteria. Thus, upon reaching a certain level of vehicle automation, the first mapping function can be used, which restricts the pedal actuation mapping function to longitudinal dynamics, and the second condition for its removal allows a return to the original mapping function without the restriction of the pedal actuation mapping function.

[0023] In particular, this allows different first and / or different second conditions to apply or be used to vary the mapping function of the pedal actuation for different levels of automation.

[0024] This approach is based on the consideration that the actuation of the accelerator or brake pedal, e.g., in the form of pressure force or pedal angle, is implemented differently in at least partially automated driving depending on other conditions. The mapping function is varied depending on the situation. For example, several parameters of the respective mapping function, e.g., at least two different slopes of the control parameters for at least two different value ranges that represent an actuation (e.g., of the pedal angle) of at least one control element, can be modified, in particular restricted.

[0025] The mapping function can be selectively and differently applied to the various controls of the pedal system. A selective limitation of the resulting vehicle response (i.e., the effect of pedal actuation) can also be provided.

[0026] The pedal actuation function can assume at least two operating states (modes). The first operating state essentially relates to manual or assisted driving. The second operating state relates to semi-automated or highly automated driving. The transitions between the modes can occur depending on the first and / or the second condition.

[0027] According to a suitable embodiment, the pedal system comprises a means for determining one or more parameters of a driving situation; determining a degree of restriction of the mapping function for the pedal system or the accelerator pedal and / or the brake pedal, depending on the determined parameter(s) of the driving situation; varying the mapping function between pedal actuation and the longitudinal guidance of the vehicle for the pedal system or the accelerator pedal and / or the brake pedal, depending on the determined degree of restriction.

[0028] Parameters of the driving situation can include, in particular, one or more times until a collision (so-called time-to-collision, TTC) with one or more objects, especially other road users. It is advisable to adjust the mapping function of both pedals, especially their interaction with each other.

[0029] In a suitable design, the degree of restriction can depend on a necessity determined by other vehicle sensors, a potential hazard, and / or a recommendation to perform a specific maneuver. A maneuver can be (strong) braking or (strong) acceleration, for example, for overtaking, merging, or necessary braking. Generally, a maneuver can be any action that requires or necessitates an intervention in the vehicle's longitudinal control. For example, a maneuver could be an overtaking maneuver, a lane change, a U-turn, a shunting maneuver, or a parking maneuver. Accordingly, it is advisable to provide the driver with information about the corresponding maneuver and / or corresponding instructions.

[0030] According to a further advantageous embodiment, a predefined mathematical relationship exists between the restriction of the pedal actuation mapping function for the accelerator pedal and the restriction of the pedal actuation mapping function for the brake pedal. This means that the restrictions of the pedal actuation function for the accelerator pedal and the brake pedal can be interdependent. The mathematical relationship can include time-dependent parameters, such as time constants. For example, a change, in particular the restriction of the pedal actuation function, can occur later and / or only after a further condition has been checked. The behavior of the two pedals can also be designed such that, after one pedal has been actuated due to a specific action, the pedal actuation function of the other pedal changes.

[0031] Alternatively or additionally, different combinations of the first conditions and / or the second conditions and their parameters can apply to the accelerator pedal and the brake pedal. Thus, one or more first conditions can be considered, under which both pedals undergo the same state transition to a manual or automated operating mode, and simultaneously one or more second conditions, under which a state transition occurs for only one of the pedals, or a reverse state transition occurs.

[0032] According to a further expedient embodiment, the pedal system is designed to determine a measure of the expected success of at least one particular maneuver, in particular with regard to the present traffic situation and / or prevailing conditions inside or outside the vehicle, wherein the limitation of the mapping function depends on the determined measure of the expected success of the particular maneuver.

[0033] In particular, the vehicle's other means can be used to determine a measure of the likely success of a specific maneuver, especially in relation to the current traffic situation and / or prevailing conditions inside or outside the vehicle. Such a likely success can be determined based on probability values ​​for success, failure, or aborted maneuvers. The pedal system can acquire the relevant information, or information corresponding to the measure of likely success for the specific maneuver, particularly by reading data.

[0034] If a maneuver that can be performed at least partially automatically exhibits a high success rate (exceeding a certain level), a stronger, and in particular significant, restriction of the mapping function can be implemented.

[0035] If a maneuver that can be performed at least partially automatically has a low success rate (falling below a certain level), then no or only a slight restriction of the mapping function, in particular a restriction of the mapping function reduced to a certain level, can be implemented.

[0036] According to a further suitable embodiment, at least one second condition for the accelerator and brake pedals includes a takeover request regarding the longitudinal control of the vehicle by the driver. This takeover request can be generated by the vehicle's own means, e.g., the system for at least partially automated driving, and / or transmitted to the driver via a human-machine interface. This can occur, for example, depending on a decrease in the level of automation that has occurred or is expected, and / or depending on the prevailing traffic situation.

[0037] The takeover request can be a so-called Take-Over Request (TOR), a Hands-On Request (HOR), or an explicit request to operate a specific pedal and / or the vehicle's steering wheel. In the case of an HOR, the driver is asked to place their hands and / or feet on the relevant controls in order to be able to intervene and make corrections if necessary.

[0038] Such a procedure can be appropriate when a "significant driving task" related to the longitudinal and / or lateral control of the vehicle needs to be performed. Such a significant driving task can be an additional acceleration or deceleration of the vehicle requested by the driver and carried out in relation to acceleration or deceleration already implemented by at least partially automated driving, which is to be performed in addition to or in relation to the acceleration or deceleration determined by the vehicle automation.

[0039] Additional acceleration or deceleration can be superimposed additively, multiplicatively, or logarithmically on the acceleration already requested by the automated driving system. The second condition can depend on the urgency of the takeover request or the criticality of a current or imminent traffic situation.

[0040] According to a further advantageous embodiment, at least one second condition for the accelerator pedal and / or the brake pedal includes the assumption of a lateral control of the vehicle to be performed by the driver, either currently or in the future, in particular a readiness to steer and / or a steering action. The second condition, which removes a limitation of the pedal's function as a sensor, is triggered when a steering wheel sensor detects a grip force and / or a specific steering action. The readiness to steer can be detected by means of a so-called hands-on sensor on the steering wheel and / or with the aid of a camera located in the vehicle's interior. Such sensors, e.g., capacitive-based ones, are known to those skilled in the art. The steering action can be detected by means of a steering angle sensor or a steering force sensor.

[0041] The second condition exists, for example, if an increased gripping force exceeding a certain level is detected on the steering wheel, e.g. at one or two points on the steering wheel, and a simultaneous force is applied to one of the pedals by the driver's foot.

[0042] Within the scope of this description, the term "steering wheel" can also refer to a (non-round) control element, e.g., a joystick, for controlling the steering or lateral dynamics of the vehicle.

[0043] According to a further expedient embodiment, at least one first condition and / or at least one second condition depends on the driver's state of attention. This state of attention can be a general state of the driver, determined using the vehicle's systems. For example, an interior camera that detects the driver can be used for this purpose. The state of attention can be differentiated based on the driver's various sensory perceptions or perceptual channels. It is useful to distinguish which specific road areas and / or objects this attention relates to. Objects can be understood as currently relevant road users, a vehicle in front of the vehicle, or a vehicle behind the vehicle.

[0044] According to a further advantageous embodiment, the pedal system is designed to vary the mapping of the accelerator and / or brake pedal action into a longitudinal guidance of the vehicle, depending on current and previous monitoring of specific spatial areas in the vehicle's vicinity. This allows for additional verification of whether the driver is actually looking at the road or has been looking at it before a variation in the pedal action mapping occurs or a transition of at least one pedal to a manual mode takes place. For example, eye-tracking can be used to check whether the driver has looked at a section of the road and / or an object on the road or in the rearview mirror, which is relevant for initiating acceleration or braking.

[0045] According to a further advantageous embodiment, the pedal system is designed to vary, and in particular restrict, the mechanical mobility of at least one of the pedals depending on pedal actuation. To restrict the mechanical mobility, at least one of the pedals is held within predetermined position limits. For example, the rider can only move the pedal in question outside the predetermined position limits by applying increased pressure. The position limits can refer to the pedal angle, e.g., one or more pedal angle ranges. Furthermore, the position can be three-dimensional, e.g., pushing, rotating, rocking, or a parallel movement. The restriction, in the form of a locking mechanism, can be implemented within predetermined limits.

[0046] Such position limits can be defined for at least one automated driving mode of the vehicle outside the position limits defined for at least partially manual driving by the driver. The restriction or locking mechanism can include a mechanical locking action and / or a limitation of movement. A significantly increased resistance to pedal movement is also included in the restriction. The predefined position limits or locking mechanism can affect one or more degrees of freedom of the pedal.

[0047] A restriction of the mapping function can affect the operating behavior of at least one (affected) pedal, either concurrently or with a time lag when the pedal is locked. This change in operating behavior can be implemented, for example, within the pedal system as a consequence of the locking action and / or by means of a corresponding, concurrently implemented electronic control system for generating or modifying the control signals.

[0048] According to a further advantageous embodiment, the pedal system is designed to significantly reduce the pedal spring force and / or retract at least one pedal when the pedal actuation pattern is varied. This design allows the pedal to be essentially decoupled from the acceleration or deceleration control and moved into a different position automatically or with driver input. For example, the pedal can be retracted or folded away.

[0049] According to a further expedient embodiment, the pedal system is designed to vary one of the following parameters depending on a quantity of the vehicle's journey representing the degree of automation: at least one position limit when locking at least one pedal; at least one pedal spring force; the position of the pedal in a retracted state.

[0050] The pedal system can be designed to change these parameters in at least two stages or quasi-continuously, depending on the quantity representing the degree of automation. The restriction of the mapping function and / or the mobility of at least one pedal can be greater at higher levels of automation than at lower levels. The pedal spring force can also increase continuously or in at least two stages with increasing levels of automation.

[0051] For example, it can be provided that the release of the locking mechanism or the change in spring force occurs continuously or at least in two stages. At least one parameter of the release of the locking mechanism or the change in spring force can depend on a qualitative and / or quantitative parameter, particularly in connection with the first condition and / or the second condition. In particular, it can be provided that the at least one parameter of the release of the locking mechanism is designed as a time interval that characterizes the time until at least a first specific release state or a specific stage of the release of the locking mechanism is reached.

[0052] In other words, a locked pedal can also be "released" gradually or in delayed stages, i.e., made movable or operable by the driver. The release of the lock can depend on which second condition, or combination of at least two second conditions, is present and / or which quantitative parameter of the second condition is determined.

[0053] Within the scope of this description, the quantity representing the degree of automation can be a current degree of automation or a degree of automation or the corresponding quantity determined for the near future (1-30 seconds).

[0054] For example, the quantity representing the degree of automation can be considered high if the degree of automation increases and exceeds a certain threshold, and / or low if it decreases and falls below a predetermined threshold. A measure of the degree of automation that is cumulative over time is particularly advantageous.

[0055] The degree of automation can be represented, for example, by measures or category values ​​defined by the VDA (German Association of the Automotive Industry). These could include classes or category values ​​for the following levels of automation: A1: assisted driving; A2: semi-automated driving; A3: highly automated driving; A4: fully automated driving; A0: degree of automation unknown or low confidence level.

[0056] Furthermore, part of the invention includes the fact that the parameter representing the degree of automation takes into account certain aspects of the achievable or suitable degree of automation individually, selectively, or in specific combinations. For example, a parameter representing the degree of automation of the journey can also be selective with respect to at least two different aspects of the automation of the vehicle's movement and / or for two or more different driver assistance functions of the vehicle in the control unit, e.g., with respect to: longitudinal control of the vehicle and / or lateral control of the vehicle and / or execution of a lane change and / or execution of an overtaking maneuver and / or driver information, particularly in connection with vehicle control.

[0057] All described features of the invention can be applied separately and differently to different aspects of automation.

[0058] The parameter representing the degree of automation can also be determined and / or taken into account depending on the driver's specifications and / or a stored operating history of the driver and / or parameters stored in a backend and retrievable by the vehicle or other suitable criteria (e.g. road type, etc.).

[0059] The device according to the invention is particularly preferably configured for determining a parameter of the vehicle representing the degree of automation, for the current degree of automation, especially that applicable within a time interval of + / - 2 seconds, and / or for the degree of automation applicable in the near future within approximately 1 to 30 seconds. In particular, the pedal system for determining, and especially reading, a measure of the degree of automation from further devices inside or outside the vehicle can be configured.

[0060] Another advantageous embodiment provides that the second condition of at least one of the pedals is dependent on the preceding first condition of the same pedal and / or the other pedal. In this embodiment, at least one of potentially several conditions for lifting the restriction of a pedal's mapping function can be at least partially dependent on the reason for which the pedal was previously restricted. Thus, a change to a pedal's mapping function implemented for safety reasons can only be lifted if the driver is, for example, sufficiently alert or attentive.

[0061] To solve the problem, a vehicle with means for at least partially automated driving and a pedal system is further proposed, wherein the pedal system is designed according to the preceding description. The vehicle has the same advantages as those explained above in connection with the pedal system according to the invention.

[0062] The invention further proposes a method for controlling a pedal system for a vehicle designed for at least partially automated driving, wherein the pedal system is designed according to the above description.The method comprises the following steps: assigning a mapping function between a pedal actuation and control parameters for the longitudinal guidance of the vehicle; varying the mapping function between the pedal actuation and the control parameters for the longitudinal guidance of the vehicle in at least partially automated operation of the vehicle, depending on a vehicle parameter representing the degree of automation, as well as at least a first condition to restrict the mapping function of the pedal actuation and / or at least a second condition to remove the restriction of the mapping function of the pedal actuation; varying the mapping of the pedal actuation of the accelerator pedal and / or the brake pedal into longitudinal guidance of the vehicle depending on current and previous monitoring of certain spatial areas in the vicinity of the vehicle.

[0063] The procedure can be further designed according to the description above.

[0064] Finally, a computer program product is proposed that can be directly loaded into the internal memory of a digital computer and includes software code sections that perform the steps of the procedure described herein when the product is running on the computer.

[0065] The computer in question is, in particular, the vehicle's processing unit. The computer program can be stored on a storage medium such as a USB flash drive, DVD, CD-ROM, hard drive, or similar device. It can also be transmitted via a communication connection (wireless or wired).

[0066] The method according to the invention has the same advantages as those described above in connection with the pedal system according to the invention.

[0067] The pedal system according to the invention allows the driver to effectively control the vehicle during automated driving without having to deactivate the active driver assistance function or interrupt it for a significant period of time. This results in a substantial increase in comfort and intuitive operation for the driver. A further advantage lies in the reduction of the driver takeover time ("driver-to-the-loop"), because the driver's foot or hand can already be positioned on the correct control element (pedal) before taking over a driving function. Consequently, this leads to meaningful interactions between the driver and the pedal system.

[0068] The vehicle in question is, in particular, a motor vehicle (passenger car, truck, van, or a two-wheeler, e.g., a motorcycle). This results in several advantages, described in this document, as well as others that are easily understood by a specialist. Furthermore, the vehicle can also be a watercraft or an aircraft / spacecraft, in which case the pedal system is designed accordingly.

[0069] The invention is explained in more detail below with reference to an exemplary embodiment shown in the drawing. The drawing shows: Fig. 1 a schematic representation of a pedal system according to the invention for a vehicle designed for at least partially automated driving; and Fig. 2 a state diagram illustrating the control of the pedal system according to an embodiment example.

[0070] Fig. 1Figure 1 shows a pedal system 10 according to the invention for a vehicle 1 designed for at least partially automated driving. By way of example, the pedal system 10 comprises an accelerator pedal 11 and a brake pedal 12. Alternatively, the pedal system could comprise a universal pedal for controlling the acceleration and deceleration of the vehicle 1. In principle, any control element that is also suitable for stepless control of the longitudinal guidance of the vehicle with one hand can be understood as a pedal system within the meaning of the invention. The latter is known as a "hand throttle".

[0071] Depending on the position and / or dynamic movement of the accelerator pedal or brake pedal 11, 12, corresponding signals 15, 16 are transmitted to a processing unit 13 of the pedal system. Signal 16 represents the position or movement of the accelerator pedal. Signal 16 represents the position or movement of the brake signal. The processing unit 13 is connected to a memory 14, in which one or more mapping functions between pedal actuation of the accelerator and / or brake pedal 11, 12 and control parameters for the longitudinal control of the vehicle are stored. The processing unit 13 is configured to read the mapping functions contained in the memory 14, process them, and, as a result of the processing, transmit a control parameter 17 to another processing unit 18 for the longitudinal and / or lateral control of the vehicle.The computing unit 18, in turn, is connected to systems (e.g. actuators, sensors and the like) not shown in detail in the figure for at least partially automated driving of the vehicle 1.

[0072] The mapping function between pedal actuation of the accelerator pedal 11 and / or the brake pedal 12 and the longitudinal guidance of the vehicle is also referred to in this description as the mapping of pedal operation and represents the mapping, i.e., translation or conversion, of the pressure force on the respective pedal and / or its pedal position, in particular in the form of a pedal angle, into a longitudinal guidance of the vehicle. The mapping function can be stored as a mathematical relationship, e.g., one or more characteristic curves, coefficients of a formula, or parameters in a lookup table. The relationship can include time values ​​or key figures that represent one or more temporal behavioral parameters of the mapping of pedal operation to the longitudinal guidance of the vehicle. Such a relationship is schematically indicated in memory 14.

[0073] The mapping function of the pedal controls can assume at least two operating states (modes). These are an operating state for essentially manual or merely assisted driving and a second operating state for semi-automated or highly automated driving. Transitions between the two operating states can occur depending on a first and / or a second condition.

[0074] The variation of the mapping function provided for in the invention represents a significant change in the mathematical relationship of the mapping function, i.e., the mapping of the pedal operation. Specifically, this means the modification of the characteristic curve stored in the memory. The variation is dependent on a measure of the vehicle's degree of automation, as well as at least one first condition for restricting the mapping of the pedal operation and / or at least one second condition for removing the restriction of the mapping of the pedal operation. Restricting the mapping of the pedal operation prevents excessive acceleration or braking, or an excessively rapid increase in acceleration or braking force, or limits or transforms it in a predetermined manner.For example, when a certain level of driving automation is reached, a first mapping function is used that restricts the mapping of pedal input to the vehicle's longitudinal dynamics. If a second condition is met, this restriction is lifted and the original mapping function is reinstated without the restriction on mapping pedal input.

[0075] To vary the mapping of the pedal operation for different levels of automation, different first and / or different second conditions can be provided.

[0076] The pedal system can be controlled based on parameters of a specific driving situation. For this purpose, the vehicle uses its own systems to determine one or more parameters of the driving situation. This could, for example, be the so-called time-to-collision (i.e., the time until a collision) with one or more objects, especially other road users. The relevant means are located in Fig. 1Not shown. Subsequently, the degree of restriction of the mapping function for pedals 11 and 12 of the pedal system is determined, depending on the determined parameters of the driving situation. The mapping function is then varied between pedal actuation and the longitudinal control of the vehicle for the accelerator pedal and / or the brake pedal, depending on the determined degree of restriction. It is advantageous to adjust the mapping functions of both the accelerator pedal 11 and the brake pedal 12 independently of each other. For example, based on environmental perception, it is determined that during a dynamic maneuver of the vehicle necessary for safety reasons, the driver's influence on the brake pedal or the accelerator pedal may be counterproductive.In this case, the mapping function of the relevant pedal 11, 12 will provide a reduced mapping of the pedal angle or pressure force onto the actual longitudinal guidance to achieve the necessary acceleration values ​​within a specific range. Alternatively, the pedal angles and / or pressure force required to achieve full or target braking can be increased.

[0077] The pedal system can be designed such that a predefined mathematical relationship exists between the constraints on the mapping of the accelerator pedal operation and the constraints on the mapping of the brake pedal operation. This means that the constraints on the mapping function for the accelerator pedal and the brake pedal are interdependent. This can be implemented, for example, via the mathematical relationship and time-dependent parameters. In other words, the behavior of the two pedals 11 and 12 is designed such that the mapping function of the other pedal changes after one pedal has been operated.

[0078] For example, with a high and increasing degree of automation, the pedal angles and / or pressure required to achieve a kick-down can be chosen to be larger, and the pedal angles and / or pressure required to achieve a subsequent target braking maneuver can be chosen to be smaller than in manual driving.

[0079] For example, if no vehicle acceleration is necessary in a current driving situation and the driver is not alert enough to perform vehicle acceleration, then the mapping of the pedal operation for the accelerator pedal remains essentially suppressed, while the mapping of the pedal operation for the brake pedal is essentially unrestricted.

[0080] On the other hand, if braking is not advisable in a current driving situation because the vehicle is, for example, at a level crossing, then the image of the brake pedal operation remains suppressed, while the image of the accelerator pedal operation is displayed.

[0081] The deliberate termination of such an operating mode by an explicit expression of will by the driver remains unaffected, of course.

[0082] Fig. 2Figure 1 shows an exemplary embodiment in the form of a simplified state diagram. Reference numeral 201 denotes a first state, and 202 a second state. Reference numerals 203, 204, and 205 represent state transitions between the first state 201 and the second state 202. The first state 201 represents a first level of automation ("Level 1") for acceleration and / or deceleration control by the driver. A first mapping function is assigned to the first level of automation, which is implemented, for example, in vehicles without semi- or highly autonomous driving functions.

[0083] If a first condition or a combination of first conditions for a change back to the mapping function occurs, the state transition 203 to the second state 202 takes place. The second state 202 represents a second level of automation, "Automation Level 2," in which functions for highly automated driving are activated. A second mapping function is assigned to the second level of automation. The second mapping function limits the effects on the longitudinal dynamics of the vehicle. The second mapping function can be different for the accelerator pedal and the brake pedal. For example, different second mapping functions can be provided for each.

[0084] If a second condition or a combination of second conditions occurs for the change of the mapping function, the state transition 204 takes place from the second state 202 to the first state 201.

[0085] The state transition 205 enables a transition from the second state 202 to the first state 201 with the help of a redundant second condition, e.g. in the event of a shutdown or failure of the automation. Reference symbol list

[0086] 1 Vehicle 10 Pedal system 11 Accelerator pedal 12 Brake pedal 13 Processing unit 14 Memory 15 Signal (representing the position / movement of the accelerator pedal) 16 Signal (representing the position / movement of the brake signal) 17 Control parameters 18 Processing unit 201 first state 202 second state 203 state transition 204 state transition 205 state transition

Claims

1. Pedal system for a vehicle (1) which is designed for at least partially automated driving, wherein the pedal system (10) comprises an accelerator pedal (11) and a brake pedal (12), and wherein this system is assigned a mapping function between pedal actuation and control parameters for the longitudinal guidance of the vehicle (1), wherein, if the vehicle (1) is controlled in an at least partially automated manner, the pedal system (10) is designed, during operation of the vehicle (1), to vary the mapping function between the pedal actuation and the control parameters for the longitudinal guidance of the vehicle (1) on the basis of a variable of the journey of the vehicle (1) representing the degree of automation and at least one first condition for restricting the mapping function of the pedal actuation and / or at least one second condition for cancelling the restriction of the mapping function of the pedal actuation, characterized in that this system is designed to vary the mapping of the pedal actuation of the accelerator pedal (11) and / or the brake pedal (12) to longitudinal guidance of the vehicle (1) on the basis of current and previous monitoring of certain spatial areas carried out by the driver in the surroundings of the vehicle (1).

2. Pedal system according to Claim 1, wherein this system comprises a means for: - determining one or more parameters of a driving situation; - determining the degree of restriction of the mapping function for the pedal system on the basis of the determined parameter or parameters of the driving situation; - varying the mapping function between pedal actuation and the longitudinal guidance of the vehicle for the pedal system (10) on the basis of the degree of restriction determined.

3. Pedal system according to Claim 2, wherein the degree of restriction is dependent on a need determined using further means of the vehicle (1) and / or a potential danger and / or a recommendation to perform a certain manoeuvre.

4. Pedal system according to one of the preceding claims, wherein there is a predefined mathematical relationship between the restriction of the mapping function of the pedal actuation for the accelerator pedal (11) and the restriction of the mapping function of the pedal actuation for the brake pedal (12).

5. Pedal system according to one of the preceding claims, wherein this system is configured to determine a measure of probable success of at least a certain manoeuvre, in particular with regard to the present traffic situation and / or the prevailing conditions inside or outside the vehicle, wherein the restriction of at least one mapping function is dependent on at least one determined measure of the probable success of the certain manoeuvre.

6. Pedal system according to one of the preceding claims, wherein the at least one second condition for the accelerator pedal (11) and / or brake pedal (12) comprises a takeover request with regard to the longitudinal guidance of the vehicle to be carried out by the driver.

7. Pedal system according to one of the preceding claims, wherein the at least one second condition for the accelerator pedal (11) and / or for the brake pedal (12) comprises the takeover of lateral guidance of the vehicle (1) to be performed by the driver of the vehicle (1) currently or in the future, in particular a steering readiness and / or a steering action.

8. Pedal system according to one of the preceding claims, wherein the at least one first condition and / or the at least one second condition is / are dependent on a state of attentiveness of the driver.

9. Pedal system according to one of the preceding claims, wherein this system is designed to vary, in particular to restrict, the mechanical mobility of at least one of the pedals (11, 12) on the basis of the mapping of the pedal operation.

10. Pedal system according to one of the preceding claims, wherein this system is designed to substantially reduce the pedal spring force and / or to retract at least one pedal (11, 12) when varying the mapping of the pedal actuation.

11. Pedal system according to one of the preceding claims, wherein this system is designed to vary one or more of the following parameters on the basis of a variable of the journey of the vehicle (1) representing the degree of automation: - at least one position limit when locking the at least one pedal; - at least one pedal spring force; - the position of the pedal in a retracted state.

12. Pedal system according to one of the preceding claims, wherein the second condition of at least one the pedals (11, 12) is dependent on the preceding first condition of the same pedal and / or the respective other pedal.

13. Vehicle having means for at least partially automated driving and a pedal system (10), wherein the pedal system (10) is designed according to one of the preceding claims.

14. Method for controlling a pedal system for a vehicle (1) designed for at least partially automated driving, wherein the pedal system (10) is designed according to one of the preceding claims, having the steps of: - assigning a mapping function between pedal actuation and control parameters for the longitudinal guidance of the vehicle (1); - varying the mapping function between the pedal actuation and the control parameters for the longitudinal guidance of the vehicle (1), during at least partially automated operation of the vehicle, on the basis of a variable of the vehicle (1) representing the degree of automation, and - at least one first condition for restricting the mapping function of the pedal actuation, and / or - at least one second condition for cancelling the restriction of the mapping function of the pedal actuation; - varying the mapping of the pedal actuation of the accelerator pedal (11) and / or the brake pedal (12) to longitudinal guidance of the vehicle (1) on the basis of current and previous monitoring of certain spatial areas carried out by the driver in the surroundings of the vehicle (1).

15. Computer program product that can be loaded directly into the internal memory of a digital computer and comprises software code sections that are used to carry out the steps according to Claim 14 when the product is running on the computer.