Method and apparatus for generating a dynamic velocity profile of a motor vehicle

Abstract

The present invention relates to a method for generating a dynamic speed profile of a vehicle, which is particularly suitable for simulating real driving on a route, comprising the following working steps: calculating a section-based static speed profile, decomposed into route segments, for a route based on information from a digital map; calculating from the section-based static speed profile a section-based dynamized speed profile, which takes into account a defined maximum target deceleration in order to achieve an obligatory speed minimum of the speed profile; calculating from the section-based dynamized speed profile a time-based dynamic speed profile, decomposed into time steps, in which at each time step adjacent accelerations are determined based on the speeds on the route segment corresponding to the respective time step set by the speed profile and on the adjacent velocities at the time step; and outputting the time-based dynamic speed profile.

Description

[Technical Field]

[0001] The present invention relates to a method and device for generating a dynamic speed profile of a vehicle on a route, particularly suitable for simulating real-life driving. [Background technology]

[0002] The introduction of Real Driving Emissions (RDE) legislation will reduce the discrepancy between homologation and real-world emissions for vehicles: from September 2017, for model testing in the European Union, vehicles will have to demonstrate compliance with emission limits on the road under real-world driving conditions in addition to laboratory test cycles (WLTP, WLTC).

[0003] As a result, harmful emissions in real driving are becoming an ever-increasing focus of development. Ultimately, the goal is not to comply with emission limits in precisely predefined cycles under predefined boundary conditions, as was the case until now, but to comply with emission targets in real test drives over unknown sections under purposefully roughly defined boundary conditions.

[0004] RDE legislation therefore has a major impact on the development of new vehicle drives. The road as a test environment poses a major technical challenge. In traditional cycle-based development, driving tests under real conditions are not carried out until the first prototype vehicle and thus towards the end of the development process. A typical RDE test program using mobile measuring equipment (Portable Emissions Measurement Systems, PEMS) consists of numerous test drives on different sections with different drivers in order to statistically cover as wide a range of conditions as possible. If a fundamental problem is diagnosed at this stage of development, eliminating the defect is usually very costly and requires a lot of effort.

[0005] The road as a test environment, with its many influences, provides the necessary statistical basis for ensuring that vehicles comply with the required emission targets even in customer operation. However, due to influences that are difficult to control, it is almost impossible to perform two measurements under comparable conditions during real test runs on the road. For this reason, the effect of drivetrain or vehicle modifications cannot be intentionally compared with the baseline conditions. This makes it difficult to state the effect of modifications. Therefore, the road as a development environment is only conditionally appropriate.

[0006] In contrast, test bed tests are reproducible, and influences or parameters can be intentionally kept constant if necessary. In this way, the effects of influences and their corrections become clear. Furthermore, test bed tests can be performed using expensive measurement techniques, which provide convincing measurement results. However, the test bed-initiated inspection cycles result in the aforementioned known discrepancies between the vehicle's homologation and the emission values ​​subsequently achieved in real road traffic.

[0007] The patent document JP 2004-102234 relates to a method for operating a motor vehicle on a chassis dynamometer, the motor vehicle being equipped with an engine control unit making it possible to control an electronically controlled fresh air or air-mixture attachment and an automatic or electronically operable transmission.

[0008] Furthermore, further test stands for testing motor vehicles or motor vehicle components are known from the prior art, such as drivetrain test stands or transmission test stands.

[0009] Furthermore, it is possible to test vehicles or vehicle components partially or completely on the basis of models, by creating a model of the vehicle or component under test, and then simulating road operation with this model and a test cycle.

[0010] In this case, it is determined under what conditions and with what speed profile, i.e. with what speed course, the motor vehicle is driven in a test cycle, also called a driving cycle. [Prior art documents] [Patent documents]

[0011] [Patent Document 1] European Patent Application Publication No. 1672348 Summary of the Invention [Problem to be solved by the invention]

[0012] The object of the present invention is to enable improved inspection of motor vehicles or their components, in particular to provide speed profiles for suitable and improved inspection under the conditions of RDE legislation. [Means for solving the problem]

[0013] The problem is solved by the method according to claim 1 and the method according to claim 2. 30 and a computer program according to claim 31 and a computer-readable medium according to claim 1. 32 The problem is solved by a device according to claim 1. Advantageous embodiments result from the dependent claims, the teachings of which are expressly made part of the description.

[0014] A first aspect of the invention relates to a method for generating a dynamic speed profile of a motor vehicle, which is particularly suitable for simulating real driving on a route and / or for setting a target speed for a driver assistance system, in particular for a predictive driving function, preferably comprising the following working steps:

[0015] Calculating a section-based hydrostatic speed profile, specifically decomposed into route segments, for a route based on information from a digital map.

[0016] Calculating a section-based dynamized speed profile from the section-based static speed profile, which takes into account a specified maximum target deceleration to achieve a mandatory speed minimum in the speed profile.

[0017] In particular, a step of calculating a time-step-decomposed and time-based dynamic speed profile from the section-based dynamicized speed profile, wherein at each time step, adjacent accelerations are determined based on the speeds in the route segment corresponding to the respective time step set by the speed profile and the adjacent speeds at the time step.

[0018] Outputting a time-based kinetic velocity profile.

[0019] Preferably, the method according to the invention proceeds fully automatically, i.e. without user intervention. The steps of calculating the static velocity profile and calculating the dynamized velocity profile may preferably be performed in one step.

[0020] The second and third aspects of the invention relate to corresponding computer programs and computer readable media.

[0021] A fourth aspect of the invention relates to an apparatus for generating a dynamic speed profile of a motor vehicle, which is particularly suitable for simulating real driving on a route and / or for setting a target speed for a driver assistance system, in particular for a predictive driving function, preferably comprising:

[0022] A means for calculating a route segment-decomposed and section-based hydrostatic speed profile for a route based on information from a digital map.

[0023] Means for calculating an interval-based dynamic speed profile from the interval-based static speed profile, which takes into account a specified maximum target deceleration in order to achieve, in particular, a mandatory speed minimum value of the interval-based static speed profile.

[0024] A means for calculating a time-step-decomposed and time-based dynamic velocity profile from the segment-based dynamic velocity profile, wherein at each time step, adjacent accelerations are determined based on the velocity in the route segment corresponding to the respective time step set by the velocity profile and adjacent velocities at the time step.

[0025] Interface for outputting time-based kinetic velocity profiles.

[0026] A route in the sense of the present invention is a section to be traveled or traveled.

[0027] A segment-based speed profile in the context of the present invention displays speed as a function of distance traveled.

[0028] A static velocity profile in the sense of the present invention is the name of an intermediate result of the method according to the invention. In particular, the static velocity profile does not take into account acceleration or braking deceleration.

[0029] A dynamized velocity profile in the sense of the present invention is a further intermediate result or intermediate product of the method according to the present invention. The dynamized velocity profile preferably does not take positive accelerations into account.

[0030] A time-based speed profile in the sense of the present invention comprises the dependency of the speed on the route on time, in particular on the length of time that has elapsed respectively since the start of the route.

[0031] A digital map in the sense of the present invention is a data store assigned to geographic data, the data comprising at least information about possible legally defined speed limits for the geographic data. The digital map may in particular be a data bank. Preferably, the digital map comprises further information about roads.

[0032] Simulations in the sense of the present invention can be performed on a test bench or purely on a computer based on a model. Preferably, during a simulation, at least one component can be operated on a test bench in a simulated operation and at least one other component can be operated on a computer based on a model.

[0033] Output in the sense of the present invention means in particular the preparation of data, which may preferably be done at a data interface and / or at a user interface.

[0034] The means in the context of the present invention may be formed in hardware and / or software, and in particular may comprise a processing unit, in particular a digital one, in particular a microprocessor unit (CPU) and / or one or more programs or program modules, preferably in data or signal connection with a storage system and / or a bus system. The CPU may be configured to execute instructions implemented as a program stored in the storage system, to detect input signals from the data bus, and / or to provide output signals to the data bus. The storage system may comprise one or more, in particular various storage media, in particular optical, magnetic, solid-state, and / or other non-transitory media. The program may be designed to embody the method described herein or to enable the CPU to carry out the steps of the method and thereby to determine the value of at least one target value related to the robustness of a vehicle, in particular in the automotive field.

[0035] The present invention is based on the attempt to study driving scenarios as close to reality as possible as early as possible in the development process of a vehicle in order to obtain results that can withstand the stresses of later real driving of a real vehicle. According to the present invention, this is achieved by generating speed profiles based on real routes.

[0036] This route can be calculated on a digital map based on a route previously taken by the vehicle, or can be determined by the user on the digital map.

[0037] The raw data set calculated in this way, which according to the present invention is called a section-based static speed profile, is processed in further work steps in such a way that various boundary conditions or parameters relating to the vehicle, the respective driver and / or other passengers, the road conditions of the route, the respective weather conditions, etc. are limited.

[0038] In the raw data processing phase, the maximum target deceleration is taken into account. Furthermore, for the acceleration phase, the adjacent acceleration is calculated and taken into account in the speed profile. Here, both the maximum target deceleration and the adjacent acceleration are preferably dependent on the respective driver type.

[0039] The result of the method according to the invention is a speed profile that realistically describes the movement of a vehicle on a real or artificial route that is made as close as possible to reality, and which can be used as the basis for inspection cycles used on a test stand or in purely model-based inspection of vehicles and / or their components.

[0040] This speed profile, called a time-based dynamic speed profile according to the present invention, can be used to test the suitability of individual components or the entire vehicle early in various development stages of the vehicle development process. In this case, various real-world effects can be reproducibly represented, but these effects can still be parameterized to allow for stochastic test conditions. This can be advantageous, especially for RDE suitability tests.

[0041] This is not possible effectively when testing in real road traffic due to the lack of reproducibility and high costs, as well as the late point or stage already reached in the development process. In particular, the load set for testing in real road traffic is not known in advance and is a matter of chance up to certain defined boundary conditions. In particular, influences such as traffic, weather, etc. make the reproducibility of testing in real road traffic almost impossible.

[0042] The method according to the present invention allows test runs on a test stand or based on a model to be carried out that are at least approximately equivalent to driving in real road traffic. This at least reduces the discrepancy between the test runs and the subsequent real driving at the user's site. Furthermore, a series of development tasks can be postponed to the development process at an early stage or in an early development phase. This is a major advantage, especially in view of the constant cost pressures and the increasing diversity of variants in the automotive industry. The method according to the present invention allows the duration of real tests to be significantly shortened, thereby ensuring a development process that saves time and money.

[0043] In an advantageous embodiment of the method, for a section-based static speed profile, further traffic lights after one traffic light remain disregarded in the calculation of the speed profile within a defined range, preferably within a range of about 100 m to 20 m, more preferably within a range of about 80 m to 40 m, most preferably within a range of about 60 m. In this way, the method can advantageously prevent the misinterpretation of traffic lights in the opposite direction to the direction of travel as stopping points.

[0044] In a further advantageous embodiment of the method according to the invention, the maximum speed for the section-based static speed profile is driver-specific, which makes it possible to take into account different driver types or their behavior.

[0045] In a further advantageous embodiment of the method according to the invention, the value of the reference acceleration value at one time step relative to the acceleration value at the preceding time step is less than a threshold value, the threshold value being determined as a function of the driving physics, the vehicle and / or the driver, so that impermissible momentary longitudinal movements of the vehicle can be excluded from the speed profile.

[0046] In a further advantageous embodiment of the method according to the invention, when a speed jump occurs in the static speed profile due to the dynamicized speed profile, from the mandatory speed minimum, the adjacent speed in the forward route segment is determined based on the adjacent speed in the respective subsequent segment and a specified standard target deceleration, in particular a maximum target deceleration, so that the adjacent speed in one of the forward route segments reaches the value of the speed profile in this route segment.

[0047] A speed jump in the sense of the present invention occurs when the speed change within a specified distance is greater than a set threshold value. This threshold value is preferably as high as the speed change resulting from the maximum target deceleration. Alternatively or additionally, a speed jump occurs when the course of the static speed profile is not always distinguishable.

[0048] The maximum target deceleration in the sense of the present invention is preferably set depending on the nature of the vehicle and / or the environmental conditions of the vehicle and / or the driver type.

[0049] Due to the structuring of the raw data from the digital map, the speeds in the static speed profile correspond to the respective maximum speed values ​​achieved by the driver or due to legal speed limits. These speed values ​​may change suddenly from one route segment to the next, which is, of course, unrealistic. Therefore, the purpose of this advantageous embodiment is to identify the actual braking point at which the driver begins to brake in order to reach the minimum speed value to be reached on a route segment. In particular, according to the present invention, from the minimum speed value to be reached, it is determined to what extent the speed value must take into account the standard target deceleration for each preceding route segment until the final value of the static speed profile is reached. This results in a constant speed curve in the dynamicized speed profile from the speed jumps in the static speed profile. In this case, the gradient and / or vehicle load present on the route segment in question may also be taken into account.

[0050] In an advantageous embodiment of the method according to the invention, the method further comprises the following working steps:

[0051] Calculating a slow-to-stop speed profile that takes into account a target deceleration defined by the slow-to-stop behavior of the vehicle in order to reach a particularly mandatory speed minimum of the static speed profile.

[0052] The target deceleration determined by the vehicle's slow stopping behavior in the context of the present invention is the target deceleration resulting from the driving style resistance of the vehicle itself and the driving resistance of the surroundings of the vehicle, which may be taken into account whether the vehicle is in gear or out of gear.

[0053] Correspondingly, in one advantageous embodiment, the device according to the invention comprises means for calculating a slow-stop speed profile which takes into account a target deceleration defined by the slow-stop behavior of the vehicle in order to reach a particularly mandatory speed minimum value of the static speed profile.

[0054] In a further advantageous embodiment of the method according to the invention, when a speed jump occurs in the static speed profile, in particular from a mandatory speed minimum, the adjacent speed in the preceding route segment is determined based on the adjacent speed in the respective subsequent route segment and the target deceleration determined by the slow-stop behavior, so that the adjacent speed in one of the preceding route segments reaches the value of the static speed profile in this route segment. As described above for the maximum target deceleration, here too, from the speed minimum of the static speed profile, the course of the speed profile is determined taking into account the slow-stop behavior of the vehicle. In this case, the gradient present in the route segment in question and / or the vehicle load can also be preferably taken into account.

[0055] In a further advantageous embodiment, the course of the section-dependent dynamicized speed profile is calculated driver-specifically between the course determined using the standard target deceleration and the course determined using the slow-stop behavior, thereby allowing for a predictive driving style depending on the driver type.

[0056] In a further advantageous embodiment of the method according to the invention, the dynamics in one time step target speed If, for a speed profile, the adjacent speeds in the route segment corresponding to this time step are smaller or larger than the value of the dynamicized speed profile, the acceleration is set to a specified acceleration value that is smaller than or equal to the maximum target acceleration, or to a specified deceleration value that is larger than or equal to the specified standard target deceleration. This ensures that the dynamic speed profile approaches the setting by the dynamicized speed profile until this speed profile is finally reached.

[0057] In a further advantageous embodiment of the method according to the invention, the specified acceleration value is dependent on a performance characteristic map of the vehicle, for which purpose preferably the respective operating points of the drive of the vehicle are determined and possible callable performances are calculated.

[0058] In a further advantageous embodiment of the method according to the invention, the specified acceleration value is reduced to an adaptive acceleration value that depends on the adjacent speeds at each time step within a tolerance band around the dynamicized speed profile, thereby taking into account that drivers typically slow down their acceleration before reaching the target speed.

[0059] In a further advantageous embodiment of the method according to the invention, the maximum target acceleration is driver-specific. Preferably, the gradient and / or the load of the vehicle and / or the driver's acceleration sensation at the bottom are taken into account for the maximum target acceleration.

[0060] In a further advantageous embodiment, the time-based dynamic speed profile takes into account the vehicle's shifting logic, which shifts up when the engine reaches a maximum speed and down when the engine reaches a minimum speed, and which also takes into account a defined shifting pause, preferably one second, in vehicles with a manual transmission, thereby enabling the time-based dynamic speed profile to be shaped even more realistically.

[0061] In a further advantageous embodiment of the method according to the invention, the speed profile during the shift pause is calculated on the basis of a target deceleration determined by the vehicle's slow-to-stand behavior, which may be taken into account both in gear and out of gear.

[0062] In a further advantageous embodiment, the method according to the invention further comprises the following working steps:

[0063] A step of verifying whether a speed jump exists in the static and / or dynamicized speed profile in a first aforementioned route portion representing a first predetermined time for each time step, wherein if a speed jump is identified, a target deceleration defined by the vehicle's slow stopping behavior is selected as the specified deceleration value, and if the adjacent speed in the time step and / or corresponding route segment reaches the value of the static and / or dynamicized speed profile, a specified standard target deceleration is selected as the specified deceleration value.

[0064] A root part in the sense of the present invention then comprises one or more root segments.

[0065] This procedure also allows the dynamic speed profile to be shaped more realistically: the inventors have confirmed that the driver first brings the vehicle to a moderate halt before entering the braking process.

[0066] Correspondingly, in one advantageous embodiment, the device according to the invention comprises means for verifying whether a speed jump is present in the static and / or dynamicized speed profile in a first preceding route section representing a first predetermined time for each time step, wherein if a speed jump is identified, a target deceleration defined by the vehicle's slow stopping behavior is selected as the specified deceleration value, and when the adjacent speeds in the time step and / or corresponding route segment reach the value of the static and / or dynamic speed profile, a specified standard target deceleration is selected as the specified deceleration value.

[0067] In a further advantageous embodiment, the method according to the invention further comprises the following working steps:

[0068] A step of verifying whether a speed jump exists in the static and / or dynamicized speed profile in a second preceding route portion representing a second predetermined time for each time step, and if a speed jump is confirmed, selecting "zero" as the default deceleration value, the second predetermined time preferably occurring before the first predetermined time.

[0069] Correspondingly, the device according to the present invention comprises means for verifying whether a speed jump is present in the static and / or dynamicized speed profile at a second preceding predetermined time for each time step, wherein if a speed jump is identified, "zero" is selected as the predetermined deceleration value, and the second predetermined time is preferably before the first predetermined time.

[0070] This procedure is also used to model the dynamic speed profile more realistically, especially to account for the human behavior identified by the inventors, where the speed is kept constant before a direct transition from acceleration to a slow stop. Preferably, the second predetermined time is exactly the same length as the first predetermined time.

[0071] In a further advantageous embodiment of the method according to the invention, for the section-based hydrostatic speed profile, data points are read from a digital map and / or generated on the basis of information from the digital map.

[0072] In an advantageous further embodiment of the method according to the invention, for the section-based hydrostatic speed profile, a maximum curve speed is assigned to each curve based on at least one parameter from the following group: - Each curve diameter -Each curvature -driver-specific parameters, and / or -Maximum lateral acceleration

[0073] Preferably, curves with a radius greater than about 600m are not treated as curves. Preferably, a minimum curve speed of 20km / h is set when the curve radius falls below a defined value, preferably about 15m.

[0074] In a further advantageous embodiment of the method according to the invention, the spacing between map points for calculating the radius of the curve of the section-based hydrostatic speed profile is formed depending on the angle between a line passing through a first map point and a second map point among the map points read from the digital map and a further line passing through a second map point and a third map point among the map points read from the digital map, with map points generated at smaller spacings, preferably at spacings of about 3 m, more preferably at spacings of about 2 m, most preferably at spacings of about 1 m, for angles smaller than about 45 degrees, preferably smaller than about 40 degrees, most preferably smaller than about 30 degrees, and with map points generated at larger spacings, in particular spacings of the texture data points read from the digital map, for larger angles.

[0075] The inventors have determined that by selecting map points in this way, the actual path of the vehicle can be realistically replicated with any curve. Preferably, a circle equation is used to calculate the radius of the curve.

[0076] In a further advantageous embodiment of the method according to the invention, the selected map points are linked to the constant angular trajectory of the vehicle, in particular by interpolation.

[0077] In a further advantageous embodiment of the method according to the present invention, a maximum curve speed is calculated for the section-based speed profile based on the curve radius. Preferably, in this case, human behavior when driving around a curve is taken into account, particularly in a driver-specific manner. Furthermore, as an intermediate step, the maximum lateral acceleration is first calculated. Preferably, the fact that humans accept greater lateral forces at low speeds than at high speeds is taken into account.

[0078] In a further advantageous embodiment of the method according to the invention, the dynamic speed profile is output as a time-based dynamic speed profile, in which case the generated speed profile is particularly well suited to simulating a particularly real driving situation on a route, since the dynamic speed profile can be particularly well initiated by the corresponding correction variables of the test stand, which are time-continuous.

[0079] In a further advantageous embodiment of the method according to the invention, a section-based dynamic speed profile resolved into route segments is calculated from the dynamic speed profile resolved into time steps and output, in which case the generated speed profile is particularly well suited for setting target speeds for driver assistance systems, in particular for predictive driving functions, since a target speed can be assigned to each route segment.

[0080] A fifth aspect of the present invention relates to a method for analyzing at least one component of a motor vehicle, wherein the at least one component or the motor vehicle is subjected to a real or simulated inspection drive based on a time-based dynamic speed profile, the time-based dynamic speed profile being calculated by decomposing the time-based dynamic speed profile into route segments and time steps from a section-based, specifically dynamicized speed profile, and at each time step, adjacent accelerations are determined based on the speeds in the route segment corresponding to the respective time step as set by the section-based speed profile and the adjacent velocities at the time step.

[0081] In one advantageous embodiment of the method according to the invention, the section-based, particularly dynamicized, speed profile is calculated from the section-based static speed profile, and a specified, particularly maximum, target deceleration is taken into account in order to achieve a particularly mandatory speed minimum value of the section-based static speed profile.

[0082] In a further advantageous embodiment of the method according to the invention, a section-based static speed profile is calculated for the route based on information from a digital map.

[0083] In a further advantageous embodiment of the method according to the invention, the dynamic velocity profile and / or the section-based velocity profile, in particular the adjacent acceleration and / or the section-based static velocity profile, in particular the specified target deceleration, depend on one or more parameters.

[0084] In a further advantageous embodiment of the method according to the invention, one or more parameters are varied in order to analyze at least one component or vehicle.

[0085] A sixth aspect of the present invention relates to a method for guiding a vehicle using a driver assistance system, in particular for predictive driving functions, in which a target speed for guiding the vehicle is determined in a dynamic speed profile, which is calculated from a section-based, in particular dynamized, speed profile by decomposing it into time steps, and in each time step, an adjacent acceleration is determined based on the speed in the route segment corresponding to the respective time step set by the section-based speed profile and on the adjacent velocities in the time step.

[0086] The method according to the invention is in particular computer-assisted or is in particular computer-assisted in its implementation.

[0087] Features and advantages relating to the first aspect of the invention apply accordingly to the further aspect of the invention, and vice versa.

[0088] Further features and advantages of the invention are explained below by way of example with reference to the drawings, which show: [Brief explanation of the drawings]

[0089] [Figure 1] 1 is a flow chart of an embodiment of the method according to the first aspect of the present invention; [Figure 2] 1 is a static velocity profile according to one embodiment of the present invention. [Figure 3] 1 is a graph of lateral acceleration tolerance for various driver types. [Figure 4] FIG. 1 is a partial view of a dynamic velocity profile in the range of deceleration. [Figure 5] This is the kinetic velocity profile that is compared to the measured velocity profile. [Figure 6] 10 is a kinetic velocity profile for various driver types compared to the measured velocity profile. [Figure 7] 1 is an embodiment of an apparatus according to the present invention for generating a dynamic velocity profile. DETAILED DESCRIPTION OF THE INVENTION

[0090] FIG. 1 shows a flow chart of a method according to a first aspect of the invention.

[0091] In the data collection steps 101a and 101b, input, i.e., raw data, is generated for the subsequent steps. Preferably, geographic data of a specific route R is required for this purpose. In this case, real-world measurements of road trips can be used as the source of the geographic data for the route R 101a. Alternatively or additionally, however, it is also possible to generate the geographic data computer-generated based on an online map 101b. Advantageously, in this case, the creation of the route R can be generated digitally using a computer-based route planner for user convenience. Even more preferably, this can be done by presenting a small number of route points along the desired route R. Corresponding functionality is known at the time of filing from various route planners, e.g., Google Maps®. The digital map can be, for example, OpenStreetMap (OSM). However, other maps from other providers are also available.

[0092] After the creation of the route R and / or after the reading of the geographical data based on real measured journeys, an evaluation of the route data with information from the digital map takes place in an operational step 102 .

[0093] For this purpose, information such as topology and topography data, legal speed limits and the locations of light signal installations is collected from the geographical data of the route R. This information is preferably available directly in a digital map, which preferably references a data bank or is itself a data bank. For example, the digital map OpenStreetMap has its own data bank server from which the corresponding information can be called up. This information is preferably extracted automatically based on the determined route R.

[0094] The original route data extracted from the digital map after the route R has been established preferably consists of a sequence of map points, such map points typically being stored within the digital map.

[0095] These route data are extracted from a digital map and preferably converted into a coordinate system (particularly X, Y, Z) using the longitude and latitude of the map points. Furthermore, the route R is preferably interpolated based on the map points extracted from the digital map, and in particular, based on this interpolation, further map points are generated having a defined distance from each other. Preferably, this distance between the generated map points is smaller than the distance between the map points extracted from the map. Preferably, this distance is approximately 2 m. Furthermore, the raw route data extracted from the digital map is preferably smoothed with a filter to remove discontinuities in the altitude data.

[0096] In order to be able to calculate the maximum curve speed, the curvature or curve radius of the curves of the route R is preferably calculated. In order to be able to determine the actual route course, it is practical to use map points at different intervals for different magnitudes of change of direction to interpolate the route R.

[0097] For this purpose, preferably, the angle of change of direction between successive map points of the map points originally taken from the digital map is determined. If this angle is below a threshold, preferably less than about 45 degrees, preferably less than about 40 degrees, most preferably less than about 30 degrees, then pre-formed, more closely spaced map points are used for the interpolation around the curve. Otherwise, more widely spaced map points are used for the interpolation around the curve.

[0098] At any light signalling facility or traffic light at which a subsequent stop must be made, a speed of 0 km / h is set. Preferably, each light signalling facility is set to a length of 4 m or two separation steps between the three generated map points. Since light signalling facilities are not normally provided on digital maps, after one light signalling facility in the direction of travel of route R, all further light signalling facilities within a defined following distance are preferably ignored, in order to avoid mistaking a light signalling facility in the opposite direction for a possible stopping point. Such following distance is preferably approximately 60 m.

[0099] Regardless of whether the route R is generated by a digital map or based on real measured journeys, the speeds set along the segments may preferably be overridden by existing speed limits and may be replaced by speeds that are in particular partly set by traffic conditions or traffic influences, as represented in Figure 2. For example, in one embodiment, traffic conditions of free travel, medium traffic volume, and heavy traffic volume may be selected. In this way, real traffic scenarios, for example in commuter traffic, may be taken into account in the static speed profile.

[0100] There are various approaches to simulating traffic effects. Preferably, a relatively simple model is used to calculate the static speed profile, which involves partially reducing the speed values ​​on individual route segments. Preferably, the frequency and amplitude of the traffic effects depend on the speed and traffic volume extracted from the digital map. Here, the frequency of the traffic effects decreases as the speed and traffic volume increase, while their amplitude preferably increases.

[0101] The result of the route data evaluation is a section-based, hydrostatic speed profile of the route R, broken down into route segments, where each route segment is assigned a speed value, preferably based on the curvature, gradient, legal speed limit and possibly traffic volume, as well as possible stopping points by means of light signalling equipment. The speed value of a route segment can preferably also be limited by setting a curve speed.

[0102] Such a section-based static speed profile for a route progression on a digital map is represented in Figure 2. As is clear from the speed profile, speed changes due to, for example, changes in the legal speed limit or setting stops at light signal installations are realized by speed jumps. In the areas indicated by parallel lines, two further different traffic scenarios were taken into account in the static speed profile.

[0103] In the next work step of the pre-calculation 103, a section-based dynamicized speed profile is calculated from the section-based static speed profile. For this purpose, the speed values ​​of the section-based route segments are limited by further boundary conditions.

[0104] Preferably, first a maximum curve speed is determined for each curve, preferably calculated by a model for simulating human behavior when driving around a curve.

[0105] For this purpose, the following equation is preferably used:

number

[0106] This equation requires only the curvature k and the driver-dependent parameter α as entry parameters. The parameter α allows for the lateral dynamics tolerance of each driver type to be varied. In so doing, the parameter α also influences the maximum lateral acceleration (see "On the human control of vehicles: an experimental study of acceleration", Paolo Bosetti, Mauro Da Lio, Andrea Saroldi, Eur. Transp. Res. Rev. (2014) 6:157-170). In this way, it can be taken into account that at low speeds, humans generally accept greater lateral forces than at high speeds.

[0107] The corresponding dependence between the allowable lateral acceleration and various values ​​of the speed and parameter α for a given curve radius r or curvature 1 / r is depicted in FIG.

[0108] Preferably, curves with a radius of more than 600 m are not taken into account, since they are considered to be autobahn-like curves. Furthermore, a minimum curve speed is preferably set. Preferably, the minimum curve speed is about 20 km / h for radius r smaller than 15 m.

[0109] Furthermore, the dynamicized speed profile preferably takes into account the need for braking in time. In order to find the appropriate braking point, at which the brakes must be applied at the latest with a maximum target deceleration, which may be vehicle- and / or driver-type-dependent, before a collapse, i.e., a negative speed jump, in the static speed profile, the static speed profile is preferably searched backwards for a positive speed jump in this direction 102a, 102b; 103a, 103b. When such a speed jump appears, the speed value for each route segment i is calculated from the speed minimum of the respective speed jump or the previous route segment i-1 according to the following equation:

number

[0110] Taking this speed value into account and assigning it to the route R on a segment basis, a segment-dependent dynamized speed profile is formed.

[0111] In order to replicate the deceleration behavior of a real driver, a dynamicized speed profile that would occur if the driver simply brought the vehicle to a gentle halt when a negative speed jump in the static speed profile appears is calculated in addition to the deceleration curve. Preferably, in this case, the deceleration from the total force of the rolling resistance in the gear state is used. Alternatively, this calculation can also be performed in the gear-out state.

[0112] If the current speed is between the target speed of the dynamicized speed profile and the slow-to-stop speed, a combination of slow-to-stop and active deceleration is used depending on the driver type.

[0113] If there are no speed jumps or speed changes over longer route sections, the speed in the dynamicized speed profile will preferably have a sinusoidal waveform to give some running dynamics to this speed setting in the speed profile.

[0114] The pre-calculation work step 103 is followed in a further work step 104 by a simulation based on the driver type and the vehicle.

[0115] In this work step 104, during the calculation or simulation, preferably the parameterized vehicle performance or performance characteristic map, in particular using a vehicle model, and the parameterized driver type, in particular using a driver model, are taken into account.

[0116] In this case, the speed is preferably not calculated depending on the path traveled, but is resolved in time. From the starting point of the route R, the speed is calculated for each time step from the acceleration calculated by the model, taking into account the target speed set by the dynamicized speed profile. In this case, for each acceleration, there is preferably a boundary condition that additionally limits its value at each time step.

[0117] For each time step, an acceleration is calculated, with which the vehicle accelerates at this respective time step. For this purpose, preferably, a respective route segment corresponding to each time step is also determined.

[0118] The acceleration desired by the driver model parameterized for the driver type depends firstly on whether the adjacent speed at each time step is within or outside the target speed, i.e., the value of the dynamicized speed profile for the route segment i corresponding to the time step. If the adjacent speed is outside the band, acceleration or deceleration reduction starts depending on whether it is above or below the target speed, and the simulation tries to reach the target speed within the set boundary conditions for acceleration by a specified acceleration value or a specified standard target deceleration. In this case, the specified acceleration value or the standard target deceleration is calculated by the product of the adjacent speed and the adjacent acceleration (v ) depending on the parameterized maximum target acceleration and preferably on the speed. i It is also limited by the limit value for a).

[0119] As soon as the adjacent velocities reach or are within the tolerance band, the acceleration at the time step is selected such that the adjacent velocities asymptotically approach the target value of the dynamicized velocity profile at the route segment i corresponding to the time step.

[0120] Preferably in this case, the following equation is used for the adaptive acceleration to be calculated:

number

number

[0121] However, in addition to the driver, the vehicle also matters for the acceleration as a limiting boundary condition. Therefore, preferably, the engine load is calculated at each time step in order to limit the acceleration of the vehicle depending on the engine performance, i.e., the engine characteristic map.

[0122] Preferably, the driver model also takes into account that some driver models reduce acceleration on gradients. For this purpose, the gradient resistance of each route segment corresponding to the time step is first calculated, and the resulting gradient resistance acceleration is subtracted from the standard target acceleration set by the driver model. However, this is preferably only used when the adjacent speeds are outside the tolerance band.

[0123] Additionally, for all driver types, so-called predictability can be implemented in the respective driver model, whereby different prediction times are provided depending on the driver type. These prediction times result in the range of route segments that the respective driver model predicts up to, along with the adjacent speeds at each time step.

[0124] From this, it is verified whether the adjacent velocity in the current time step, preferably at a distance of twice the range, is greater than the target velocity of the dynamicized velocity profile set at a distance of twice the range. If this is the case, the acceleration is initially set to "zero" for further time steps.

[0125] On the other hand, it is further verified whether the slow-stop speed curve from the adjacent speed at the current time step intersects with the dynamicized speed profile, which is the braking curve in this range. If this is the case, a slow stop is initiated, i.e., the slow-stop speed curve from the adjacent speed is used.

[0126] Only at the intersection point of this slow-stop speed curve and the dynamicized speed profile, i.e., when the actual braking curve is crossed, does the system switch to using a specified target deceleration and then follow the dynamicized speed profile until the speed minimum caused by the braking maneuver is reached.

[0127] Such a prediction method should replicate the behavior of many drivers, who initially do not increase their speed any further before a foreseeable braking maneuver, and as a result coast or optionally glide, i.e., slow down for a period of time without actively braking, either in gear or out of gear, and only then begin to actively brake.

[0128] Such behavior during deceleration, taking into account the prediction, is depicted in FIG.

[0129] Overall, five graphs are plotted in Figure 4. In the highlighted distance ranges, the graphs are as follows, from bottom to top: - The bottom graph shows the process when the minimum speed is reached only by slow braking while spinning. The second graph from the bottom relates to the progression of the time-based kinetic rate profile according to the invention. The third graph from the bottom relates to the lower range of the tolerance band around the interval-based static speed profile that sets the target speed. The fourth graph from the bottom relates to the section-based static speed profile according to the invention. The top graph relates to the upper edge of the tolerance band around the section-based static speed profile that sets the target speed.

[0130] The time-based dynamic speed profile first rises from a minimum value in the section before the highlighted range. This acceleration range is determined by a specified acceleration value that is smaller than or equal to the maximum target acceleration. For this reason, the speed here cannot follow the section-based dynamicized speed profile, where the increase in this section is caused by a change in the legal speed limit.

[0131] The beginning of the highlighted range is where the predictive function of the method according to the invention kicks in. Here, it is first recognized that, as mentioned above, the driver will first transition from acceleration to a constant speed state.

[0132] It is further recognized that the driver will subsequently bring the vehicle to a slow stop for some time, which explains the parallel progression of the time-based dynamic speed profile after the highlighted range, in which the time-based dynamic speed profile runs approximately parallel to the bottom graph, the slow stop graph.

[0133] When the time-based dynamic speed profile finally reaches the section-based dynamicized speed profile or target speed, it is finally recognized that the driver applies the brakes at the specified standard target deceleration, in particular the maximum target deceleration, as when calculating the section-based dynamicized speed profile, until the vehicle slows down to a speed, in particular a mandatory speed minimum, in the right part of the graph.

[0134] Therefore, active braking implemented with prediction according to the method of the invention only occurs approximately in the last third of the required speed reduction.

[0135] Preferably, the acceleration in the segment-based dynamicized speed profile is also limited by an acceleration limit that depends on the respective driver type. This ensures that the acceleration change per time unit, especially per second, does not exceed a set limit value. In this way, the segment-based dynamic speed profile is smoothed and preferably limits the instantaneous movement. This is important for the transferability of the generated cycle or its realism.

[0136] Preferably, the vehicle model that is the basis for the time-based dynamic speed profile is defined as a point mass, which is affected by acceleration resistance and grade resistance as well as slow-stop curve resistance in and out of gear.

[0137] Preferably, the switching logic is implemented in a vehicle model (in the case of automatic transmissions) or a driver model (in the case of manual transmissions) that is the basis for the time-based dynamic speed profile.

[0138] More preferably, such a shifting logic depends on set minimum and maximum speeds and the available engine torque during the current operation, and if these limits are exceeded, the next higher or lower gear is shifted accordingly, if any.

[0139] Preferably, in parallel, the RPMs for the next higher and next lower gears are also calculated. If no acceleration is expected in the following 5 seconds and the RPMs for the next higher gear are greater than the minimum RPM for gear changes during steady driving, then a shift to the higher gear is made. If acceleration occurs during the same time and the RPMs for the next lower gear are less than the maximum RPM for gear changes during acceleration, then the next lower gear is selected.

[0140] Moreover, if there is not enough reserve torque and no acceleration, a lower gear is preferably engaged.

[0141] Preferably, to simulate an automatic transmission, the corresponding transmission switching logic may be carried over to the vehicle model, so that a time-based dynamic speed profile is calculated.

[0142] In a manual transmission, a gear change can preferably also be accompanied by a shift pause, in particular of about 1 second.

[0143] In phases without traffic or section curvature, the time-based dynamic speed profile may further be superimposed with a simplified control behavior. In this way, the speed over such a route section or such a time portion is not constant over time, thereby better reproducing the conditions during actual driving. Preferably, for this purpose, when a constant speed setting is used, the target speed is superimposed using a sine function, and the amplitude and frequency further preferably depend on the speed setting of the time-based dynamic speed profile. At low speeds, the amplitude is small and the frequency is high, and vice versa.

[0144] Preferably the dynamic velocity profile is output in a further working step 105, preferably at a data interface and / or a user interface.

[0145] Additionally, to determine the significance of Route R in light of RDE legislation, a CO2 characteristic curve can be stored for each vehicle under consideration. This so-called V-curve is preferably generated from measurement data from the WLTC (Worldwide Harmonized Light Vehicles Test Cycle). From this, CO2 emissions can be determined for a given performance. This allows PEMS data post-processing to be used, just as in real test drives, and thus allows the RDE compliance of the simulated test drive to be verified.

[0146] The vehicle model parameters are preferably the total vehicle mass, a parameter for the slow braking resistance, the vehicle's full load curve, the transmission gear ratio, the differential gear ratio, and tire dimensions and / or V-shape. The driver model parameters are preferably the maximum target acceleration, the standard target deceleration, the maximum instantaneous movement, i.e., the maximum acceleration change per time unit, the driver-specific maximum speed, and the value of the parameter α, which characterizes the acceptable curve speed. These parameters are usually easy to research, so the parameterization of the dynamic speed profile according to the invention is particularly simple. Preferably, no detailed model parameters are required. Particularly preferably, only parameters that can be found on the Internet are required.

[0147] Preferably, the driver model that is the basis for the time-based dynamic speed profile comprises three driver types, namely driver types A, B, and C, which provide different boundary conditions, particularly with regard to driving dynamics, through different parameterizations. Further driver types are also possible.

[0148] Figure 5 shows the time-based dynamic speed profile (solid line) calculated using the method according to the present invention for a route R defined on a digital map (see top left of Figure 5). For comparison, a band of speeds from several real test drives on the real route R is shown as the speed range around the time-based dynamic speed profile.

[0149] The time-based dynamic speed profiles generated using the method of the present invention are mostly within the distribution band generated using the measured runs. Moreover, the absolute values ​​of the calculated dynamic speed profiles for Driver Type B are in a range similar to the average speeds of the actual measured runs.

[0150] The sinusoidal waveform of the dynamic speed profile within the range of autobahn speeds is intentionally superimposed, as already explained, to achieve a certain degree of driving dynamics despite the long, constant speed settings in the section-based dynamicized speed profile and, moreover, to simulate in a simple way the human control behavior when adjusting a constant speed.

[0151] Figure 6 reproduces an enlarged portion of the velocity profile from Figure 5. At a distance of 33,000 m, the individual graphs represent, from bottom to top: -The bottom graph relates to the time-based dynamic speed profile of driver type A. The second graph from the bottom relates to the measured average speed for several real-world measurement runs, with the distribution band highlighted around this average speed. -The third graph from the bottom relates to the time-based dynamic speed profile of driver type B. -The fourth graph from the bottom relates to the time-based dynamic speed profile of driver type C. The top graph relates to the legal speed limit on the route section represented.

[0152] It is clear from the graph that the curve speeds calculated for various driver types using the method according to the invention are significantly lower than the legal speed limit. The driver type parameters with values ​​A, B, C cover the range of curve speeds of real drivers. The position of cursor C (vertical line in the graph) corresponds to circle P on the digital map where the car is exactly on route R.

[0153] The deviations of the time-based dynamic speed profiles of the individual driver types relative to the measured runs are due in particular to the fact that the method underlying FIG. 6 did not take traffic interference into account.

[0154] It can be recognized that driver type C has greater dynamics during acceleration and deceleration behavior, and that driver type A is the earliest to initiate the described slow-stop behavior once it is determined that deceleration to a minimum speed is necessary within that predicted time or range.

[0155] The apparatus 1 for generating a dynamic speed profile shown in FIG. 7 preferably comprises: means 2 for calculating a segment-based static speed profile for a route R based on information from a digital map; means 3 for calculating a segment-based dynamized speed profile from the segment-based static speed profile, the segment-based dynamized speed profile taking into account a specified maximum target deceleration in order to achieve, in particular, a mandatory speed minimum value of the segment-based static speed profile; means 4 for calculating a time-based dynamized speed profile from the segment-based dynamized speed profile, where, at each time step, the adjacent acceleration is determined based on the speed in the route segment corresponding to the respective time step as set by the speed profile and the speed presented at the time step; and an interface 5 for outputting the time-based dynamized speed profile. In this case, the individual means 2 to 5 are preferably connected by a data connection. Furthermore, the apparatus 1 preferably comprises a further interface for reading information from the digital map and / or for reading the route R. In this case, the interface is preferably a data interface and / or a user interface.

[0156] In another embodiment, the dynamic speed profile is used to guide the vehicle using driver assistance systems, especially for predictive driving functions.

[0157] In this case, a target speed for guiding the vehicle on a particular route R is determined based on the dynamic speed profile.

[0158] In this case, the route R is preferably determined as the so-called most probable path 101b, which represents a route that will likely select a driver assistance system, especially an adaptive cruise control (ACC), when guiding the vehicle. This specific or calculated path is essentially a known section and serves as the basis for determining the dynamic speed profile.

[0159] Correspondingly, the method also calculates a section-based dynamic speed profile for the route R, which is decomposed into route segments. The section-based dynamic speed profile provides a target speed for each route segment. Preferably, the target speed is used as an exit speed for the speed control of the driver assistance system.

[0160] The above-described embodiments are merely examples, and these examples in no way limit the scope of protection, usage, and structure of the method and device according to the present invention. Rather, the above description provides a guide for a person skilled in the art to transform at least one embodiment, and various modifications may be made taking into account the function and arrangement of the elements specifically described, without departing from the scope of protection provided by the claims and combinations of their equivalent features. [Explanation of symbols]

[0161] 1 device 2. Means for calculating hydrostatic velocity profiles 3. A method for calculating kineticized velocity profiles 4. A means for calculating time-based kinetic rate profiles 5. Interface for outputting time-based kinetic rate profiles

Claims

1. A method (100) for generating a vehicle dynamic speed profile for simulating driving on a route or for setting a target speed for a driver assistance system for a route based on simulating, said method being implemented by a computer and comprising the following working steps: - calculating (102) a route segment-decomposed and section-based hydrostatic speed profile for the route based on information from a digital map; - calculating (103) from said section-based static speed profile a section-based dynamized speed profile, which takes into account a defined target deceleration in order to achieve a speed minimum of said section-based static speed profile; - calculating (104) a time-step-decomposed and time-based dynamic speed profile from the section-based dynamized speed profile, in which the speed of the time-based dynamic speed profile is calculated for each time step, starting from the start point of the route, from a model-based positive acceleration and a target speed set by the section-based dynamized speed profile, and the positive acceleration is determined based on the speed in the route segment corresponding to each time step set by the dynamized speed profile and the adjacent speeds at the time step; - outputting (105) said dynamic velocity profile; A method (100) comprising:

2. 2. The method (100) of claim 1, wherein for the section-based static speed profile, after one traffic light further traffic lights remain, within a specified range, not taken into account when calculating the speed profile.

3. The method (100) of claim 1 or 2, wherein for said section-based hydrostatic speed profile, the maximum speed is driver-specific.

4. 4. The method (100) according to claim 1, wherein the numerical value of the reference value of the acceleration value at one time step relative to the acceleration value at the preceding time step is less than a threshold value, the threshold value being determined depending on the driving physics, the vehicle and / or the driver.

5. 5. The method (100) according to claim 1, wherein, for the dynamicized speed profile, when a speed jump occurs in the static speed profile, from the speed minimum value, the adjacent speeds in the forward route segments are determined based on the adjacent speeds in the respective subsequent route segments and a specified standard target deceleration, so that the adjacent speeds in one of the forward route segments reach the value of the static speed profile in this route segment.

6. 6. The method (100) of claim 5, wherein the normal target deceleration is between a maximum target deceleration and a soft stop deceleration defined by the vehicle's coasting behavior.

7. Further work steps:

7. The method (100) according to any one of claims 1 to 6, comprising the step of calculating a slow-to-stand speed profile that takes into account a target deceleration defined by the free-wheeling behavior of the motor vehicle in order to reach a speed minimum of the static speed profile.

8. 8. A method (100) according to any one of claims 1 to 7, wherein, for the dynamicized speed profile, when a speed jump occurs in the static speed profile, from the speed minimum, the adjacent speed in the forward route segment is determined based on the adjacent speed in each subsequent route segment and the target deceleration defined by the coasting behavior of the vehicle, so that the adjacent speed in one of the forward route segments reaches the value of the static speed profile in this route segment.

9. 9. The method (100) according to claim 5 or 8, wherein the progression of the section-based dynamicized speed profile is calculated driver-specifically between a progression determined using the standard target deceleration and a progression determined using free-wheeling behavior.

10. 10. The method (100) according to any one of claims 1 to 9, wherein for the dynamicized velocity profile at one time step, if the adjacent velocities at the route segment corresponding to this time step are smaller or larger than the value of the dynamicized velocity profile, the acceleration is set to a defined acceleration value or to a defined deceleration value.

11. 11. The method (100) of claim 10, wherein the predetermined acceleration value depends on a performance characteristic map of the vehicle.

12. 12. The method (100) according to claim 10 or 11, wherein the prescribed acceleration value is reduced to an adaptive acceleration that depends on adjacent velocities at each time step within a tolerance band around the dynamicized velocity profile.

13. 13. The method (100) of any one of claims 10 to 12, wherein the maximum target acceleration is driver specific.

14. 14. The method (100) according to any one of claims 1 to 13, wherein for the time-based dynamic speed profile, the shifting logic of the vehicle is taken into account, which shifts up when the engine reaches a maximum RPM and down when the engine is at a minimum RPM, and is intended to be further taken into account in vehicles with manual transmission.

15. 15. The method (100) of claim 14, wherein the velocity profile during a switching pause is calculated based on the target deceleration defined by a free-wheeling behavior of the vehicle.

16. Further work steps: a step (102b; 103b) of verifying whether a speed jump is present in said static or dynamized speed profile in a first route portion representing a first predetermined time for each time step, said step (102b; 103b) comprising: If a speed jump is detected, a target deceleration determined by the coasting behavior of the vehicle is selected as the predetermined deceleration value; 16. The method (100) according to any one of claims 1 to 15, comprising a step (102b; 103b) in which a defined standard target deceleration is selected as a defined deceleration value when the adjacent velocities in a time step and / or the corresponding route segment reach the value of the static or dynamized velocity profile.

17. Further work steps: a step (102a; 103a) of verifying whether a speed jump is present in said static and / or dynamicized speed profile in a second route portion representing a second predetermined time for each time step, said step (102a; 103a) comprising: If a speed jump is detected, "zero" is selected as the default deceleration value, 17. The method (100) of claim 16, comprising steps (102a; 103a) in which the second predetermined time is before the first predetermined time.

18. For said section-based static or dynamised speed profile, maximum curve speeds are assigned to each curve in the following groups: - the radius of each curve (r) - respective curvatures (1 / r) - driver-specific parameters, and / or - Maximum lateral acceleration 18. The method (100) of any one of claims 1 to 17, wherein the allocation is based on at least one parameter from:

19. 19. The method (100) of any one of claims 1 to 18, wherein for the section-based hydrostatic speed profile, map points are read from the digital map and / or generated based on information from the digital map.

20. 20. The method (100) of claim 19, wherein the spacing between map points for calculating the curve radius (r) of the section-based hydrostatic speed profile is formed depending on an angle between a line passing through a first map point and a second map point among the map points read from the digital map and a further line passing through a second map point and a third map point among the map points read from the digital map, and for larger angles map points with smaller spacings generated and map points with larger spacings are selected.

21. Further work steps:

21. The method (100) of claim 20, comprising the step of linking the selected map points to a constant angle trajectory of a vehicle (for simulation).

22. 22. The method (100) of any one of claims 1 to 21, wherein the kinetic velocity profile is output as a time-based kinetic velocity profile.

23. 22. The method (100) according to any one of claims 1 to 21, wherein a section-based dynamic velocity profile decomposed into route segments is calculated from the dynamic velocity profile decomposed into time steps and output.

24. 1. A computer-implemented method for analyzing at least one component of a motor vehicle, comprising: at least one component or vehicle is subjected to a real or simulated test drive based on a dynamic speed profile; 2. The method of claim 1, wherein the dynamic velocity profile is calculated by decomposing a section-based dynamized velocity profile into time steps, and at each time step, adjacent accelerations are determined based on the velocity in the route segment corresponding to each time step set by the section-based dynamized velocity profile and adjacent velocities at the time step.

25. 1. A computer-implemented method for guiding a vehicle using a driver assist system, comprising: determining a target speed for guiding the vehicle based on a dynamic speed profile; 2. The method of claim 1, wherein the dynamic velocity profile is calculated by decomposing a section-based dynamized velocity profile into time steps, and at each time step, adjacent accelerations are determined based on the velocity in the route segment corresponding to each time step set by the section-based dynamized velocity profile and adjacent velocities at the time step.

26. 26. The method of claim 24 or 25, wherein the section-based dynamized speed profile is calculated from a section-based static speed profile, and a specified target deceleration is taken into account to achieve a speed minimum value of the section-based static speed profile.

27. 27. The method of claim 26, wherein the segment-based static speed profile is calculated for a route based on information from a digital map.

28. 28. The method of any one of claims 24 to 27, wherein the dynamic velocity profile and / or the section-based dynamized velocity profile and / or the section-based static velocity profile depend on one or more parameters.

29. 30. The method of claim 28, wherein one or more of the parameters are varied to analyze at least one of the component or vehicle.

30. A computer program comprising instructions which, when executed by a computer, cause the computer to carry out the steps of the method of any one of claims 1 to 29.

31. 31. A computer readable medium having stored thereon the computer program of claim 30.

32. 1. A device (1) for generating a dynamic speed profile of a vehicle for simulating driving on a route and / or for setting a target speed for a driver assistance system for the route based on the simulating, comprising: - means (2) for calculating a section-based hydrostatic speed profile, decomposed into route segments, for a route based on information from a digital map; - means (3) for calculating from said section-based static speed profile a section-based dynamized speed profile, which takes into account a defined maximum target deceleration in order to achieve a speed minimum of said section-based static speed profile; - means (4) for calculating a time-step-decomposed and time-based dynamic speed profile from the section-based dynamized speed profile, wherein the speed of the time-based dynamic speed profile is calculated for each time step, starting from the start point of the route, from a model-based positive acceleration and a target speed set by the section-based dynamized speed profile, and the positive acceleration is determined based on the speed in the route segment corresponding to each time step set by the dynamized speed profile and on the adjacent speeds in the time step; an interface (5) for outputting said dynamic velocity profile; An apparatus (1) comprising:

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