Method for operating a driving assistance system of a vehicle, and computer-readable storage medium

Abstract

The invention relates to a method for operating a driving assistance system of a vehicle. The method comprises receiving route profile data describing a first route event that specifies a maximum speed for a first route section. The route profile data additionally describe a second route event within the first route section. The method additionally comprises planning a speed profile as a function of the first and second route events, the speed profile describing a temporal and / or spatial profile of a speed of the vehicle. The method also comprises controlling a speed of the vehicle in accordance with the speed profile. The speed profile specifies a target speed for a target position of the first route section that is located upstream of the second route event, said target speed describing a speed of the vehicle that is reduced compared to the maximum speed.

Description

[0001] 24-0531

[0002] 1

[0003] METHOD FOR OPERATING A VEHICLE'S DRIVER ASSISTANCE SYSTEM, COMPUTER-READABLE STORAGE MEDIUM

[0004] The present invention relates to a method for operating a driver assistance system of a vehicle. Furthermore, the present invention relates to a computer-readable storage medium.

[0005] Longitudinal control driver assistance systems, such as cruise control systems, have been around for some time. An increasing degree of automation or partial automation of these systems necessitates adjusting the vehicle's speed in response to upcoming events, such as traffic lights and turns. The route guidance provided by the vehicle's navigation system can serve as the basis for this adjustment. Using this information, a longitudinal control driver assistance system can plan a speed profile for the road ahead. Typically, upcoming events, such as curves, turns, roundabouts, traffic lights, and the like, are addressed sequentially. In certain situations, this can lead to abrupt braking because event states, such as a traffic light, may be detected too late.

[0006] The object of the present invention is to provide a solution for improving the operation of a driver assistance system or the planning of a speed profile for a route ahead of the vehicle.

[0007] This problem is solved by the features of the independent claims. Further advantageous embodiments of the invention are specified in the dependent claims.

[0008] In this document, the term "automated driving" refers to driving with automated longitudinal and / or lateral control. Automated driving can, for example, involve extended periods of driving on the highway or time-limited driving during parking maneuvers. The term "automated driving" encompasses automated driving at any level of automation. Examples of automation levels include assisted, partially automated, conditionally automated, highly automated, and fully automated driving. 24-0531

[0009] 2

[0010] Driving (with progressively increasing levels of automation). The five automation levels mentioned above correspond to SAE Levels 1 to 5 of the SAE J3016 standard (SAE - Society of Automotive Engineering) as of April 30, 2021. In assisted driving (SAE Level 1), the system performs longitudinal or lateral control in certain driving situations. In partially automated driving (SAE Level 2), the system takes over longitudinal and lateral control in certain driving situations, but the driver must continuously monitor the system, as with assisted driving. In conditionally automated driving (SAE Level 3), the system takes over longitudinal and lateral control in certain driving situations without the driver needing to continuously monitor the system; however, the driver must be able to take over vehicle control within a certain timeframe if requested by the system.In highly automated driving (SAE Level 4), the system takes over vehicle control in certain driving situations, even if the driver does not respond to a request to intervene, thus eliminating the driver as a fallback option. In fully automated driving (SAE Level 5), the system can perform all aspects of the dynamic driving task under any road and environmental conditions that a human driver can also handle.

[0011] One aspect of the invention relates to a method for operating a vehicle's driver assistance system. The method includes receiving route data that describes a first route event specifying a maximum speed for a first route segment. The route data also describes a second route event within the first route segment. Furthermore, the method includes planning a speed profile based on the first and second route events, wherein the speed profile describes the vehicle's speed over time and / or space. The method also includes controlling the vehicle's speed according to the speed profile.The speed profile specifies a target speed for a target position of the first track section located before the second track event, which describes a reduced speed of the vehicle compared to the maximum speed.

[0012] The procedure can be carried out, for example, using a computing device. The computing device can be, for example, at least one electronic control unit of the vehicle, comprising one or more programmable processors. Furthermore, the computing device can be a computer-readable 24-0531

[0013] 3

[0014] The computer has a storage medium on which a computer program is stored. To execute corresponding process steps, such as planning the speed profile, the computer program can be run on the computing device.

[0015] Using the method according to the invention, it is possible to better control the second event on the road. If, for example, the second event is a traffic light whose state (e.g., green, yellow, red, or red-yellow) must first be determined, the vehicle's speed can be reduced in advance, or the maximum permissible speed cannot be fully utilized, thus allowing for a more comfortable braking maneuver in the event of a red light. However, if it turns out that the event state indicates that the second event is passable (e.g., the traffic light is green), the vehicle can be accelerated to its maximum speed or the maximum permissible speed.By using the target speed for the target position before the second track event, time can potentially be gained to determine both the event status of the second track event and to ensure a more comfortable approach to the second track event.

[0016] First, the route data is received. This data can be received from a navigation device, an external server, or a similar storage medium. The route data describes the first and second route events. The first event describes the maximum speed. It can also describe the maximum permissible speed for the first section of the route. The second event can occur within the first section. Generally, the route data describes the route ahead of the vehicle. The first section can begin immediately after the first event. However, it is also possible for the first section to begin at a predetermined distance and / or after a predicted travel time following the first event.The second event along the route could, for example, describe a traffic light, an intersection, the end of a traffic jam, or something similar.

[0017] The speed profile can thus be planned depending on the first and second track events. The speed profile can have a temporal 24-0531

[0018] 4 and / or describe the local speed profile of the vehicle. For example, the speed profile can describe that the vehicle passes the first track event at the maximum speed or the permissible maximum speed, which may be specified by the first track event. Furthermore, the speed profile can describe the target speed for the target position of the first track segment before the second track event. Finally, the vehicle's speed can be controlled according to the speed profile.

[0019] Another embodiment of the method provides for the additional reception of environmental data describing the second track event. Furthermore, this embodiment provides for the determination of the event state of the second track event based on this environmental data. The event state describes whether the second track event is passable and / or drivable. Within this embodiment, the speed profile for a second track segment following the second track event can also be determined based on the event state.

[0020] The environmental data describing the second track event can be provided, for example, by a vehicle's environmental sensor. Radar, lidar, ultrasonic sensors, and / or cameras can be used as environmental sensors for this purpose. However, the environmental data can also be provided via vehicle-to-vehicle communication, vehicle-to-infrastructure communication, or similar methods.

[0021] If the second track event describes, for example, a yield situation, then the event state of the second track event can describe whether the second track event occurs and thus whether the second track segment (including the intersection situation) can be traversed. As already illustrated above, the speed profile can initially be planned depending on the first and second track events, whereby the event state of the second track event may not yet be known in advance.

[0022] Therefore, the speed profile can now be planned in such a way that a target speed is reached for the target position before the second track event (and the target position after the first track event) that is reduced compared to the maximum speed. Thus, depending on the 24-0531

[0023] 5

[0024] The event status of the second track event ensures an increased scope of action for the vehicle's driver assistance system.

[0025] Another embodiment of the method provides that the environmental data includes camera data. In other words, the environmental data can be provided by a camera on the vehicle. Numerous driver assistance systems already operate based on camera data. Even today, camera data can be used to detect clear space in front of the vehicle, a traffic light phase, or similar features.

[0026] Another embodiment of the method involves receiving the environmental data after the first track event has occurred. In other words, the environmental data can describe a directly sensor-detected state of the second track event. Based on this, the speed profile can be replanned or adapted. This allows for particularly convenient adaptation / planning of the speed profile for the track section following the second track event, or for the second track section itself.

[0027] Another embodiment of the method involves additionally receiving attention data describing the driver's level of attention, and planning the speed profile based on this attention data. The driver's attention can be captured, for example, using a camera pointed at the driver. Such cameras are often mandatory in modern driver assistance systems, depending on the level of automation.

[0028] The driver's attention can be categorized into different levels. These levels might include, for example, reduced attention, average attention, and increased attention. Reduced attention might indicate that the driver prefers a more comfortable driving style. Increased attention can allow for more dynamic driving maneuvers without distracting the driver.

[0029] If the speed profile is additionally planned based on attention data, the target speed for the target position before the second track event can change depending on the driver's attention. For example, if it is necessary that, due to the event state of the second 24-0531

[0030] 6

[0031] If a road event requires braking to a standstill, it may be more comfortable for an inattentive driver if the target speed is reduced (compared to the target speed in the case of average attention), thus requiring less overall deceleration. However, if the driver is attentive, a higher target speed (compared to the target speed in the case of average attention) can be planned when forecasting the speed profile, as the driver may be able to, or will, recognize the event status of the next road event and is likely already prepared for braking. Overall, this approach allows for increased system reliability and more comfortable control.

[0032] Another embodiment of the method provides that increased driver attention results in an increased target speed and / or reduced driver attention results in a reduced target speed.

[0033] Another embodiment of the method provides that the second track event follows the first track event within a predetermined distance and / or a predetermined predicted travel time. The method according to the invention is particularly suitable for situations in which a speed limit is followed by an event whose state is not yet known before the first track event or speed limit is encountered. This situation can be characterized, in particular, by the fact that the second track event follows the first track event within a predetermined distance and / or a predicted travel time. This ensures that the method is executed correctly in the respective situation.

[0034] Another embodiment of the method provides that the first track event describes a curve, in particular the beginning of a curve, and the maximum speed for the first track segment is implicitly specified. Regardless of the permissible maximum speed, curves can dictate a maximum speed. On rural roads, for example, it may be the case that a curve cannot be negotiated at the permissible maximum speed. Similarly, in urban areas, it may occur that curves cannot be negotiated at the permissible maximum speed. The maximum speed can be determined, for example, by coefficients of friction and physical limits. Likewise, the maximum speed can also be implicitly determined by empirical data. If, for example, a traffic light follows a curve within a 24-0531

[0035] If the vehicle is driven at a predetermined distance of 7, it can be disadvantageous if, after the curve, it were to accelerate again to the permissible maximum speed, especially if braking would then be necessary shortly afterwards (for example, because the traffic light is red). The method according to the invention thus enables fuel-efficient and comfortable speed control overall.

[0036] Another embodiment of the method provides that the second road event describes a traffic light, an intersection, a priority control point, a roundabout, a level crossing, the end of a traffic jam, and / or a hazard. These events (in combination with the first road event) can pose particular challenges for driver assistance systems with regard to intuitive, comfortable, and confidence-inspiring longitudinal control. By planning the speed profile according to the present invention, the control of a longitudinally controlling driver assistance system can be improved in these situations.

[0037] Another aspect of the invention relates to a computer-readable storage medium comprising instructions which, when executed by a computing device, cause it to execute a method according to the invention for operating a driver assistance system of a vehicle and the advantageous embodiments thereof.

[0038] Another aspect of the invention relates to a computing device for a vehicle, which is configured to execute a method according to the invention for operating a vehicle's driver assistance system and its advantageous embodiments. The computing device can, for example, be designed as an electronic control unit comprising one or more programmable processors.

[0039] Finally, the present invention also relates to a vehicle comprising a computer-readable storage medium according to the invention. The vehicle can, in particular, be designed as a passenger car.

[0040] The preferred embodiments and their advantages presented with reference to the method according to the invention apply accordingly to the computer-readable storage medium according to the invention. Furthermore, the preferred embodiments and their advantages presented with reference to the method according to the invention also apply to the computing device and the vehicle according to the invention. 24-0531

[0041] 8

[0042] Further features of the invention will become apparent from the claims, the figures, and the description of the figures. The features and combinations of features mentioned above in the description, as well as the features and combinations of features mentioned below in the description of the figures and / or shown in the figures alone, can be used not only in the combinations specified, but also in other combinations or on their own, without departing from the scope of the invention.

[0043] The invention will now be explained in more detail with reference to preferred embodiments and the accompanying drawings. These show:

[0044] Fig. 1 shows a schematic representation of a vehicle comprising a driver assistance system;

[0045] Fig. 2a is a schematic representation of a route, comprising a first route event and a second route event; and

[0046] Fig. 2b shows a planned speed profile of the vehicle for the route shown in Fig. 2a.

[0047] In the figures, identical or functionally equivalent elements are given the same reference symbols.

[0048] Fig. 1 shows a schematic representation of a vehicle 1 comprising a driver assistance system 2, which is configured to control the speed of the vehicle 1. The driver assistance system 2 includes a computing unit 3, an environmental sensor 4 (shown as a camera in Fig. 1), and a navigation unit 6.

[0049] The computing unit 3 can receive route data from the navigation unit 6. The route data can include a first route event E1, which specifies a maximum speed v. maThe data set specifies x for a first track segment S1. The track profile data can also describe a second track event E2 within the first track segment S1. The computing unit 3 can plan a speed profile v depending on the first and second track events E1 and E2. The speed profile v can describe a temporal and / or spatial progression of the speed of vehicle 1. The 24-0531

[0050] 9

[0051] The computing unit 3 can regulate the speed of the vehicle 1 according to the speed profile v.

[0052] The computing unit 3 can also receive environmental data from the environmental sensor 4. This environmental data can describe the second track event E2. Based on this environmental data, the event state of the second track event E2 can be determined. The event state of the second track event E2 can describe whether it is passable and / or drivable. It is possible that the event state of the second track event E2 can only be determined after the first track event E1 has been passed. The speed profile vi, V2 for a second track segment S2 following the second track event E2 can be determined as a function of the event state.

[0053] The first track event E1 could, for example, be a speed limit. For instance, after a prolonged drive at 100 km / h, the first track event E1 might indicate a maximum permissible speed of 70 km / h. In other words, the first track event E1 could specify a maximum speed v. ma Describe x of 70 km / h. A traffic light, for example, might be located close to the speed limit (the first track event E1) as the second track event E2. With current systems, it is possible that the speed of vehicle 1 will be reduced to the permitted maximum speed of 70 km / h, i.e., the maximum speed v. ma x, is reduced, but the driving speed is still too high to be able to react comfortably to the second track event E2, i.e. the traffic light, with a control system.

[0054] Fig. 2a shows a schematic track layout. The first track event E1 specifies a permissible maximum speed. In other words, the first track event E1 describes a maximum speed v. ma x. The second track event describes an intersection. The target position ZP is located between the first track event E1 and the second track event E2. Current systems usually regulate the speed of vehicle 1 such that the vehicle maintains a maximum speed v within a range around the first track event E1. ma x is reached. Subsequently, vehicle 1 moves with the existing systems according to the maximum speed v. max continues. As soon as the second track event E2 or its event state can be determined, the speed profile v of vehicle 1 is replanned or adjusted. If the event state of the second track event E2 describes a situation in which the second track event cannot be driven on and / or passed, then the 24-0531

[0055] 10

[0056] Vehicle 1 from speed v ma x must be braked to 0 km / h, i.e., to a standstill, before reaching the second track event E2. This can be done in many

[0057] Situations that lead to uncomfortable braking.

[0058] With the inventive method for operating the driver assistance system 2 of the vehicle 1, a target speed v can be achieved. Zjei The target position ZP is specified, which is relative to the maximum speed v. max is reduced. In other words, the permissible maximum speed or the maximum speed v can be reduced. ma x is deliberately undercut so that a more comfortable driving experience can be achieved. In addition, time can be gained to determine the event status of the second track event E2 as soon as the second track event E2 is within the field of view 5 of the environment sensor.

[0059] Preferably, the target position ZP is generally determined such that the event state of the second path event E2 can be detected from the target position ZP by the environmental sensor 4. In other words, the target position ZP can generally be determined as a function of the field of view 5 of the environmental sensor 4.

[0060] If the second track event E2 is passable, or if the event state of the second track event E2 describes passability and / or drivability of the second track event, then a speed profile vi can be planned for the second track segment S2. The speed profile V2 for the second track segment S2 can include an acceleration to the maximum speed v. ma x describe. In other words, a reduction in the speed of vehicle 1 can be tolerated to increase comfort in the event that the second track event E2 is impassable or cannot be driven on.

[0061] 24-0531

[0062] 11

[0063] Reference symbol list

[0064] 1 vehicle

[0065] 2 Driver assistance systems

[0066] 3 Computing equipment

[0067] 4. Environmental sensor

[0068] 5 camera field of view

[0069] 6 Navigation system

[0070] 51 first section

[0071] 52 second section v speed profile vi speed profile variant 1

[0072] V2 Speed ​​Curve Variant 2

[0073] Vmax Maximum speed

[0074] Vziei target speed

[0075] E1 first track event

[0076] E2 second track event

[0077] ZP Target Position

Claims

24-0531 12 Claims 1. Method for operating a driver assistance system (2) of a vehicle (1), comprising the steps: - Receiving descriptive route data: ■ a first track event (E1) which specifies a maximum speed (Vmax) for a first track section (S1); ■ a second track event (E2) within the first track section (S1); - Planning a speed profile (v) depending on the first (E1) and second track event (E2), wherein the speed profile (v) describes a temporal and / or spatial progression of the vehicle's (1) speed; and - Rules of a speed of the vehicle (1) according to the speed profile (v); characterized in that - the velocity profile (v) a target velocity (v Ziei) specifies a target position (ZP) of the first track section (S1) located before the second track event (E2), which is a speed relative to the maximum speed (v ma x) describes the reduced speed of the vehicle (1).

2. The method of claim 1, further comprising the steps of: - Receiving environmental data that describes the second route event (E2); - Determining an event state of the second route event (E2) based on the environmental data, wherein the event state describes a passability and / or a drivability of the second route event (E2); characterized in that - the speed profile (v) for a second track section (S1) following the second track event (E2) is additionally determined depending on the event state. 24-0531 13 3. Method according to claim 2, characterized in that the environmental data includes camera data.

4. Method according to one of claims 2 or 3, characterized in that the environmental data is received after passing the first route event (E1).

5. Method according to any of the preceding claims, additionally comprising the step of: - Receiving attention data describing the attention of a driver of the vehicle (1); characterized in that - the planning of the velocity profile (v) is additionally carried out depending on the attention data.

6. Method according to claim 5, characterized in that increased attention of the driver results in an increased target speed (v Z iei) and / or reduced driver attention, a reduced target speed (v Z iei) results.

7. Method according to one of the preceding claims, characterized in that the second route event (E2) follows the first route event (E1) within a predetermined distance and / or a predetermined predicted travel time.

8. Method according to one of the preceding claims, characterized in that the first track event (E1) describes a curve, in particular the beginning of a curve, and the maximum speed (v ma x) is implicitly specified for the first section of the route (S1).

9. Method according to one of the preceding claims, characterized in that the second route event (E2) is a traffic light, an intersection, a priority control, 24-0531 14 describes a roundabout, a level crossing, the end of a traffic jam and / or a hazard.

10. Computer-readable storage medium comprising instructions which, when executed by a computing device (3), cause it to execute a method according to any of the preceding claims.

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