Method and driver-assistance system for signalling a difference between a driver's request for a drive torque and the set drive torque

Abstract

The present invention relates to a method for signalling a difference (118) between a driver's request (108) for a drive torque (110) of the vehicle (100), input by a driver (104) of a vehicle (100) via an operating element (106) of the vehicle (100), and the drive torque (110) set by a driver-assistance system (102) of the vehicle (100), wherein a haptic signal (120) is provided for the driver (104) if the driver's request (108) is greater than the drive torque (110).

Description

[0001] Description

[0002] title

[0003] Method and driver assistance system for signaling a difference between a driver's request for drive torque and the actual drive torque applied

[0004] Field of invention

[0005] The invention relates to a method for signaling a difference between a driver request for a drive torque of the vehicle entered by a driver of a vehicle via a control element of the vehicle and the drive torque provided by a driver assistance system of the vehicle, a corresponding driver assistance system and a corresponding computer program product.

[0006] State of the art

[0007] A vehicle can be equipped with a driver assistance system that modifies the driver's acceleration request, currently submitted via an accelerator pedal or throttle grip, so that the distance to a vehicle ahead is adjusted to the current speed of the vehicle in front, despite the driver's stated acceleration request. The driver assistance system can therefore apply less throttle than the driver is actually doing. This can happen almost imperceptibly to the driver.

[0008] If the driver increases their acceleration request while the driver assistance system is controlling the distance, the driver assistance system can further reduce the distance, but must always maintain a minimum distance. If the driver reduces their acceleration request again, the distance can be increased again. If the acceleration request is lower, the distance can be increased again.

[0009] KU:GR, when it would be necessary to maintain the speed of the vehicle in front, the driver assistance system ends its intervention.

[0010] If, while the driver assistance system is regulating the distance, the road ahead becomes clear again—for example, because the vehicle in front changes lanes or turns—the intervention also ends. The acceleration command just given via the accelerator pedal or throttle grip is then implemented. This allows the vehicle to accelerate suddenly.

[0011] DE 10 2018 201 306 A1 describes a method and a distance controller for regulating the distance of a vehicle to a vehicle driving ahead.

[0012] Disclosure of the invention

[0013] Against this background, the approach presented here introduces a method for signaling a difference between a driver request for a vehicle's drive torque, entered by the driver via a vehicle control element, and the drive torque provided by a vehicle's driver assistance system, a corresponding driver assistance system, and a corresponding computer program product according to the independent claims. Advantageous further developments and improvements of the approach presented here are described in the dependent claims.

[0014] Advantages of the invention

[0015] The approach presented here gives a driver of a vehicle tangible feedback that he is currently "accelerating" more than his activated driver assistance system is doing.

[0016] The approach presented here allows the driver to remain informed at all times without having to shift their attention to a vehicle display. The tactile feedback is intuitively interpretable. Thanks to this additional information, the driver is not surprised when the driver assistance system ends its intervention and the vehicle accelerates again as the driver intended.

[0017] A method is proposed for signaling a difference between a driver request for a vehicle drive torque entered by a vehicle driver via a vehicle control element and the drive torque provided by a vehicle driver assistance system, whereby a haptic signal is provided to the driver when the driver request is greater than the drive torque.

[0018] Ideas for embodiments of the present invention can be considered to be based, among other things, on the thoughts and findings described below.

[0019] A vehicle can be a single-track vehicle, such as a motorcycle, or a multi-track vehicle, such as a car, quad bike, or truck. Accordingly, a control element for inputting a driver's desired torque can be a throttle grip, a throttle lever, or an accelerator pedal. The throttle grip can be called a twist grip. The throttle lever can be called a throttle lever. The accelerator pedal can be called an accelerator pedal. The driver's desired torque can correspond to a position of the control element set by the driver.

[0020] A driver assistance system can have a function that reduces the vehicle's power output when the distance to a vehicle ahead falls below a threshold set by the system. From this threshold onward, the power output can be reduced further as the distance to the vehicle ahead decreases. This ensures that a sufficient distance to the vehicle ahead is maintained. This function can be described as a dynamic distance assistant. The driver assistance system can thus control a variable of the power output. By reducing the power output, the variable can be decreased even if the driver requests a greater amount of power via the control element. The difference between the driver's request and the actual power output can be greater the more aggressively the driver assistance system reduces the power output. A haptic signal can be described as perceptible feedback or force feedback.The haptic signal can be transmitted via a contact surface between the driver and the vehicle. The haptic signal can be provided by a separate actuator. For example, the haptic signal could be a vibration, a pulse, a pulse sequence, or pressure or force applied to the contact surface.

[0021] The signal can be provided immediately upon occurrence of the difference. Alternatively, the signal can be provided when the difference exceeds a threshold. The signal can also be provided with a time delay if the difference persists for longer than a tolerance period.

[0022] The signal can be provided via the control element used to input the driver's request. Providing the signal via the control element ensures an immediate connection between the driver's request and the signal. Alternatively, the haptic signal can also be transmitted via another contact surface of the vehicle, such as a seat, steering wheel / handlebars, or a floor surface in the area of ​​the accelerator pedal.

[0023] The contact surface can have its own actuator for providing the haptic signal. In particular, the control element can include the actuator. The actuator can be integrated into the mechanism of the control element.

[0024] The signal can be provided as a counterforce to the driver's operating force on the control element. Alternatively or additionally, the signal can be provided as a pulse and / or vibration, particularly at the beginning of the power reduction. The counterforce can act against the operating force on the control element. In the case of an accelerator pedal, the counterforce can act against pressing the accelerator pedal down. In the case of a throttle handle, the counterforce can act against turning the throttle handle. The counterforce can be less than the operating force to still allow movement of the control element. The counterforce can be significantly greater than the operating force normally required at the control element. Due to the counterforce, the control element may be more difficult to operate than in normal operation. The counterforce can also be equal to the operating force.The opposing force then blocks or locks the movement of the control element by the driver and can be perceived by the driver as a temporary stop of the control element.

[0025] The counterforce can also be greater than the operating force. For example, the driver's foot might be pushed back by the pedal, or the driver's hand might be twisted back. In particular, the increased counterforce can be used when the difference exceeds a predefined limit. The increased counterforce can also be used, for example, when the driver assistance system brakes while the driver continues to accelerate.

[0026] The signal strength can be adjusted proportionally to the difference between the driver's input and the applied drive torque. In particular, the counterforce can be adjusted proportionally to this difference. This proportionality allows the driver to instinctively sense the magnitude of the difference. This way, the driver can easily reduce their input until the signal strength is low or the signal is no longer present. The signal strength can be determined using a predefined characteristic curve.

[0027] The signal can be provided with a minimum signal strength if the driver's request exceeds the drive torque. The signal can be provided as a minimum force or base force. The minimum signal strength allows for unambiguous identification of the signal's start.

[0028] Alternatively or additionally, a further haptic signal can be provided to the driver if the driver's request falls within a tolerance range around the drive torque. This further haptic signal can differ from the first. For example, it can be provided via at least one pulse and / or vibration. The further haptic signal can also be provided at the control element. This further haptic signal can, for example, indicate when a balance is reached or lost between the driver's request and the applied drive torque. The signal delivery characteristic can depend on the selected vehicle driving mode. This characteristic can define how the signal is delivered. A driving mode can be preselected by the driver.The driving mode can predefine values ​​for vehicle parameters to achieve a desired driving behavior or response. The driving mode can be selected from several possible options. For example, the vehicle might have a sport mode, a touring mode, and a rain mode. Accordingly, the signal can be provided earlier or later, more strongly or weakly, linearly, degressively, or progressively. The delivery characteristic can, for example, be defined by a characteristic curve for each mode.

[0029] The signal can be canceled if the driver requests maximum drive torque via the control element. Maximum drive torque can be requested, for example, by a kickdown. The driver can override or exceed the function at any time. By canceling the signal, the driver is immediately notified that the function is no longer being executed and that they must assume full responsibility. For example, the counterforce can be abruptly removed.

[0030] The method is preferably computer-implemented and can be implemented, for example, in software or hardware or in a hybrid form of software and hardware, for example in a driver assistance system.

[0031] The approach presented here further creates a control unit in the form of a driver assistance system, wherein the control unit or the driver assistance system is designed to carry out, control or implement the steps of a variant of the procedure presented here in appropriate facilities.

[0032] The control unit or driver assistance system can be an electrical device with at least one processing unit for processing signals or data, at least one storage unit for storing signals or data, and at least one interface and / or a communication interface for reading or outputting data embedded in a communication protocol. The processing unit can be, for example, a signal processor, a so-called system ASIC, or a microcontroller for processing sensor signals and outputting data signals depending on the sensor signals. The storage unit can be, for example, flash memory, an EPROM, or a magnetic storage device. The interface can be configured as a sensor interface for reading sensor signals from a sensor and / or as an actuator interface for outputting data signals and / or control signals to an actuator.The communication interface can be configured to read or output data wirelessly and / or via a wired connection. The interfaces can also be software modules, such as those found on a microcontroller alongside other software modules.

[0033] Also advantageous is a computer program product or computer program with program code that can be stored on a machine-readable carrier or storage medium such as a semiconductor memory, a hard disk memory or an optical memory and is used to carry out, implement and / or control the steps of the method according to one of the embodiments described above, in particular if the program product or program is executed on a computer or device.

[0034] It should be noted that some of the possible features and advantages of the invention are described herein with reference to different embodiments. A person skilled in the art will recognize that the features of the control unit and the method can be suitably combined, adapted, or exchanged to arrive at further embodiments of the invention.

[0035] Brief description of the drawing

[0036] The following describes embodiments of the invention with reference to the accompanying drawing, whereby neither the drawing nor the description is to be interpreted as limiting the invention.

[0037] Fig. 1 shows a representation of a vehicle with a driver assistance system according to an exemplary embodiment. The figure is schematic only and not to scale. Identical reference numerals denote identical or equivalent features.

[0038] Embodiments of the invention

[0039] Fig. 1 shows a representation of a vehicle 100 with a driver assistance system 102 according to an exemplary embodiment. The vehicle 100 is controlled by a driver 104. The driver 104 steers and, via a control element 106, submits a driver request 108 for a drive torque 110 of a drive 112 of the vehicle 100.

[0040] Since vehicle 100 is following a vehicle 114 ahead, the driver's command 108 cannot be executed without the distance 116 to the vehicle 114 becoming less than a speed-dependent target distance. Therefore, the distance 116 is controlled by the driver assistance system 102. To achieve this, the driver assistance system 102 reduces a target value for the drive torque 110 from a speed-dependent intervention distance until vehicle 100 follows the vehicle 114 at the speed-dependent target distance. The target distance is greater than a safety-relevant minimum distance. The driver 104 can influence the target distance by their command 108. The greater the difference 118 between the driver's command 108 and the applied drive torque 110, the smaller the target distance is set. However, the minimum distance is never undercut.

[0041] In the approach presented here, a haptic signal 120 is provided to the driver 104 when the driver's request 108 is greater than the applied drive torque 110. This informs the driver 104 that the driver assistance system 102 is reducing the drive power 112 to maintain a sufficient distance 116.

[0042] In one embodiment, the haptic signal 120 is provided directly to the driver 104 via the control element 106. This allows the driver 104 to perceive a direct connection between the haptic signal 120 and the driver's request 108. In another embodiment, the haptic signal 120 generates an additional counterforce 122 against an actuating force 124 applied by the driver 104 to the control element 106. For this purpose, the control element 106 has an actuator 126 for providing the counterforce 122. The actuator 126 is controlled by the driver assistance system 102 via a control signal.

[0043] In one embodiment, the haptic signal 120 is provided with a variable signal strength. The signal strength is proportional to the difference 118. The signal 120 is therefore provided more strongly and / or intensely the more the driver's request 108 deviates from the applied drive torque 110.

[0044] In one embodiment, a further haptic signal 128 is provided to the driver 104 when the driver's request 108 and the applied drive torque 110 are essentially identical. This further haptic signal 128 thus indicates a state of equilibrium between the driver's request 108 and the drive torque 110, in which the difference 118 is approximately zero.

[0045] In one embodiment, the driver 104 can override the driver assistance system 102 at any time and assume complete control of the vehicle 100. For example, the driver can request maximum drive torque 110 via the control element 106, i.e., apply full throttle. The haptic signal 120 is then canceled to avoid confusing the driver 104. However, the distance 116 is also no longer controlled by the driver assistance system 102. The driver 104 must then assume full responsibility for the vehicle. This change of responsibility is signaled by the cancellation of the haptic signal 120.

[0046] Possible embodiments of the invention are summarized below or presented using slightly different wording.

[0047] Active accelerator pedal feedback is presented. 1 C

[0048] Active feedback is a well-known technology in the automotive industry, for example for braking and steering. What the driver perceives is artificially generated.

[0049] For some functions, it is important to receive feedback about the current status of the vehicle.

[0050] This section introduces active feedback to the driver via the accelerator pedal.

[0051] In newly developed advanced driver assistance system functions, throttle response is handled by the engine, which can increase or decrease torque. This can lead to confusing situations for the driver. The idea here is to provide force / torque feedback with a variable starting point via the accelerator pedal input. At the starting point, the force / torque feedback is zero. The starting point should correspond to the driving command that the driver assistance system function sends to the engine. If the driver's request is greater than the system's request, force / torque feedback is triggered so that the driver "feels" how much oversteer they are currently generating. This torque feedback can be configured via software.

[0052] This makes the functions of the advanced driver assistance system much easier to understand.

[0053] The approach presented here can be used if a comfort function for forward distance control is available. In this case, throttle force / torque feedback can be provided. This force / torque feedback can be mapped to or aligned with the higher-level function.

[0054] Finally, it should be noted that terms such as "comprising," "encompassing," etc., do not exclude other elements or steps, and terms such as "a" or "an" do not exclude a plurality. Reference numerals in the claims are not to be considered as limitations.

Claims

Claims 1. Method for signaling a difference (118) between a driver request (108) for a drive torque (110) of the vehicle (100) entered by a driver (104) of a vehicle (100) via a control element (106) of the vehicle (100) and the drive torque (110) provided by a driver assistance system (102) of the vehicle (100), wherein a haptic signal (120) is provided to the driver (104) when the driver request (108) is greater than the drive torque (110).

2. Method according to claim 1, wherein the signal (120) is provided via the control element (106).

3. Method according to claim 2, wherein the signal (120) is provided as a counterforce (122) to an actuating force (124) of the driver (104) at the control element (106).

4. Method according to one of the preceding claims, wherein the signal strength of the signal (120) is set proportionally to the difference (118).

5. Method according to one of the preceding claims, wherein the signal (120) is provided with a minimum signal strength when the driver request (108) is greater than the drive torque (110).

6. Method according to one of the preceding claims, wherein a further haptic signal (128) is provided to the driver (104) when the driver's request (108) is within a tolerance range around the drive torque (110).

7. Method according to one of the preceding claims, wherein a provision characteristic of the provision of the signal (120) is dependent on a selected driving mode of the vehicle (100).

8. Method according to one of the preceding claims, wherein the signal (120) is aborted when the driver (104) requests a maximum drive torque (110) via the control element (106).

9. Driver assistance system (102), wherein the driver assistance system (102) is configured to execute, implement and / or control the method according to one of the preceding claims in appropriate devices.

10. Computer program product configured to instruct a processor, when the computer program product is executed, to execute, implement and / or control the method according to any one of claims 1 to 8.

11. Machine-readable storage medium on which the computer program product according to claim 10 is stored.

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