Abstract
A method for the automatic control of the longitudinal dynamics of a vehicle is provided by which vehicles traveling ahead are detected. If an upcoming traffic jam is detected, the vehicle is decelerated until a predefined distance behind the tail end of the traffic jam is reached. When the predefined distance from the traffic jam tail end has been reached, the vehicle automatically controlled in its longitudinal dynamics is able to close the remaining, predefined distance to the traffic jam tail end at a low differential velocity in comparison to the velocity of the traffic jam tail end. Using an additional rear sensor system that senses trailing vehicles, the controlled vehicle is made to close the distance to the traffic jam tail end only if a trailing vehicle was detected.
Claims
1-13. (canceled)
14. A method for the automatic control of the longitudinal dynamics of a vehicle, which has a first sensor system which senses vehicles traveling ahead of the vehicle, and when vehicles in front of the vehicle are detected, the velocity of the vehicle is reduced, the method comprising the following steps: detecting, using a traffic jam detection arrangement, a traffic jam and outputting a signal; and based on the detecting of the traffic jam, decelerating the vehicle until a predefined distance behind a tail end of the traffic jam has been reached.
15. The method as recited in claim 14, the method further comprising: when the predefined distance to the tail end of the traffic jam has been reached, automatically controlling the vehicle in a longitudinal dynamics of the vehicle to close the predefined distance to the tail end of the traffic jam at a low differential velocity in comparison with a velocity of the tail end of the traffic jam.
16. The method as recited in claim 15, wherein the vehicle has an additional sensor system by which trailing vehicles are detected, and when the traffic jam is detected and after the vehicle has been decelerated to the predefined distance from the tail end of the traffic jam, the vehicle closes the predefined distance to the tail end of the traffic jam tail end at a lower differential velocity than a velocity of the tail end of the traffic jam only if a trailing vehicle was detected.
17. The method as recited in claim 16, wherein after the vehicle has been decelerated at a predefined distance from the tail end of the traffic jam, the vehicle closes the predefined distance to the traffic jam tail end at the lower differential velocity than the velocity of the tail end of the traffic jam only if the additional sensor system has detected a trailing vehicle is less than a second, predefined distance from the vehicle.
18. The method as recited in claim 16, wherein the vehicle automatically controlled in the longitudinal dynamics of the vehicle stops at the predefined distance to the tail end of the traffic jam and closes the predefined distance to the traffic jam tail end at a low differential velocity in comparison with a velocity of the tail end of the traffic jam only if a trailing vehicle was detected having a differential velocity which was already largely decelerated in comparison with a velocity of the vehicle.
19. The method as recited in claim 18, wherein the differential velocity is largely reduced when a relative velocity amounts to a difference of maximally 30 km/h.
20. The method as recited in claim 18, wherein the differential velocity is largely reduced when a relative velocity amounts to a difference of maximally 20 km/h.
21. The method as recited in claim 18, wherein the differential velocity is largely reduced when a relative velocity amounts to a difference of maximally 10 km/h.
22. The method as recited in claim 14, wherein a currently traveled road type is determined using the first sensor system, and the method is activated as a function of the currently traveled road type.
23. The method as recited in claim 18, wherein a currently traveled road type is determined using the first sensor system and/or the additional sensor system, and the method is activated as a function of the currently traveled road type.
24. The method as recited in claim 23, wherein the first and/or second predefined distance and/or a maximum deviation of the velocity differential between the trailing vehicle and the ego vehicle, is a function of at least one of the following: the determined currently traveled road type, and/or a traffic density, and/or a velocity driven before initiating the deceleration, and/or current weather conditions, and/or a presence of curves along a traveled road.
25. The method as recited in claim 15, wherein in a forward movement of the tail end of the traffic jam, the automatically longitudinally controlled vehicle is moved along while complying with a relative velocity value and a distance value.
26. A device for the automatic control of longitudinal dynamics of a vehicle, the device comprising: a control device configured to control a longitudinal velocity of the vehicle, the control device configured to output control signals to drive and deceleration devices of the vehicle for the control of the longitudinal dynamics; at least one first sensor system configured to detect vehicles in front of the vehicle, wherein a traffic jam is detected using data supplied by the first sensor system; and wherein the control device is configured to, if an upcoming traffic jam is detected, decelerate the vehicle by an actuation of the drive and deceleration devices until a predefined distance from a tail end of the traffic jam has been reached.
27. The device as recited in claim 26, wherein when the predefined distance from the tail end of the traffic jam has been reached, the control continues to control the vehicle in such a way that the vehicle closes the predefined distance to the tail end of the traffic jam at a low differential velocity in comparison to a velocity of the tail end of the traffic jam tail.
28. The device as recited in claim 26, further comprising: an additional sensor system configured to detect trailing vehicles; wherein when the upcoming traffic jam is detected and after the vehicle has been decelerated, the control device is configured to output control signals to drive and deceleration devices of the vehicle so that the vehicle decelerated to the predefined distance from the tail end of the traffic jam closes the predefined distance to the traffic jam tail end at a low differential velocity in comparison with a velocity of the tail end of the traffic jam only if a trailing vehicle was detected using the additional sensor system.
29. The device as recited in claim 28, wherein the first sensor system and/or the additional sensor system includes: (i) an environment sensor based on radar technology, or video technology, or LiDAR technology, or ultrasound technology, and/or (ii) an interface for data transmission via Car-2-Car communication, and/or (iii) an interface for a data transmission between the vehicle and a Cloud service.
Description
BRIEF DESCRIPTION OF THE DRAWINGS
[0018] Below, exemplary embodiments of the present invention are described with the aid of figures.
[0019] FIG. 1 shows an exemplary traffic situation in order to describe an example method according to the present invention.
[0020] FIGS. 2a-2c show three partial drawings of an exemplary traffic situation in order to describe the example method according to the present invention.
[0021] FIG. 3 shows a schematic block diagram of an example embodiment of the device according to the present invention.
[0022] FIG. 4 shows an exemplary flow diagram in order to describe the example method according to the present invention.
DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS
[0023] In a vehicle that is driving in a highly automated manner, comfortable configurations of the movement strategies are generally preferred, which, for example, leads to a deceleration of 3 km/s.sup.2 in the case of a looming blockade situation, e.g., as a result of a traffic jam. On roads that restrict a maximum velocity to 60 km/h, for instance, and in the event of an upcoming traffic blockage, the deceleration process is therefore initiated starting at a distance of approximately 60 m. The ego vehicle is thereby continually and comfortably decelerated in its velocity. A disadvantage is that the automatically controlled vehicle is the last vehicle in the traffic jam situation and a further vehicle may approach the traffic jam situation virtually without any deceleration. If this vehicle does not initiate a stop maneuver or an emergency stop maneuver, then a collision may possibly occur that may lead to severe damage due to the missing distance in front of the vehicle controlled in its longitudinal dynamics.
[0024] In this context, FIG. 1 depicts a road 1 on which ego vehicle 2 controlled in its longitudinal dynamics is traveling. This ego vehicle 2 has a first sensor system 3, in particular an environment sensor system toward the front, which has a detection range 4 of first sensor system 3. Moreover, ego vehicle 2 includes an additional sensor system 5, which is particularly embodied as an environment sensor system toward the rear and forms a detection range 6 of second sensor system 5. This makes it possible to detect other road users 7, 8 in front of ego vehicle 2 and also road users 9 behind ego vehicle 2. Ego vehicle 2 is traveling on road 1 at a driving velocity v0. A vehicle 7 in front, which is at a standstill or is driving very slowly because it is approaching a traffic jam, is traveling in front of vehicle 2. Because of the traffic jam, additional vehicles 8 are shown next to and in front of vehicle 7 traveling in front. Further vehicles 8 and vehicle 7 ahead move only at a low velocity, which is dictated by the traffic jam and indicated by v1 by way of example. Ego vehicle 2, which is traveling at velocity v0, has a higher velocity because of the situation v0>v1 and needs to decelerate ahead of the tail end of the traffic jam and reduce its own velocity to v0. In addition, a trailing vehicle 9, which travels behind ego vehicle 2 at a velocity v2, is following ego vehicle 2. Because of the traffic jam situation in which preceding vehicle 7 and also the further vehicles 8 find themselves, ego vehicle 2 and also trailing vehicle 9 have to be decelerated at the lowest collision risk possible.
[0025] In this context, FIGS. 2a-2c show three partial figures a to c. FIG. 2a once again shows traveled road 1 on which ego vehicle 2 is driving at velocity v0. Situated at a distance d=d1 in front of ego vehicle 2 is preceding vehicle 7, as well as further vehicle 8 on the adjacent lane, which are either at a standstill or are driving at only a low velocity v1 on account of the traffic jam situation. Ego vehicle 2 therefore has to be decelerated, with the deceleration being carried out in such a way that once distance d=d1 has been reached, ego vehicle 2 has been decelerated to such a degree that v0 amounts to approximately v1. Alternatively, ego vehicle 2 may be brought to a standstill at distance d=d1.
[0026] FIG. 2b once again shows road 1 on which ego vehicle 2 has stopped at a distance d=d1 behind preceding vehicle 7 or is driving at a low velocity v0=v1. Approaching ego vehicle 2 from behind is vehicle 9, which is moving at velocity v2. The distance of trailing vehicle 9 is able to be ascertained with the aid of rear sensor system 5 of ego vehicle 2, so that once the distance of following vehicle 9 of d=d2 is undershot, ego vehicle 2 resumes driving from a standstill or slightly increases the low velocity in an effort to close the gap to vehicle 7 in front, which travels ahead or is at a standstill at a distance d=d1.
[0027] The last partial FIG. 2c once again shows road 1 with further vehicle 8 and vehicle 7 traveling ahead. Ego vehicle 2 approaches vehicle 7 at velocity v0 and has dropped below minimum distance d1 because it is closing the gap to preceding vehicle 7 during this phase. Trailing vehicle 9 follows ego vehicle 2 at a distance d that is lower than second distance value d2. If a collision should occur during this stopping maneuver, then the distances between the vehicles are large enough to avoid crashes and the differential velocities are at a minimum in order to keep any collision damage as low as possible.
[0028] FIG. 3 shows a schematic block diagram of control device 10. Control device 10 may be embodied as a control unit, e.g., a head unit of an automated driving function or an autonomous driving function. Control device 10 receives input signals with the aid of an input circuit 11. For example, the output signals from front sensor system 3 as well as from rear sensor system 5 are provided as input signals of control device 10. Front sensor system 3 and/or rear sensor system 5 provide(s) signals based on which control device 10 recognizes whether a vehicle 7 ahead or a trailing vehicle 9 is present, as well as their relative positions and relative velocities with respect to the ego vehicle. In addition, further sources of input signals 12 may be provided, e.g., operating devices for control device 10 in the form of control levers and/or switches for a driver operation, or radio receivers by which externally acquired and supplied data are able to be conveyed to the vehicle, and information about the weather, the traffic density or the currently traveled road type is thus provided. The output signals from information sources 3, 5, 12 supplied to input circuit 11 are conveyed via a data exchange device 14, which may be embodied as an internal bus, to a calculation device 13. A method according to the present method in the form of software is running in calculation device 13, which ascertains output signals from the input data and makes them available and carries out the method according to the present invention. The output signals supplied by calculation device 13 are conveyed via data exchange device 14 to an output circuit 15 of control device 10, which outputs the output signals to downstream actuating devices 16, 17. Provided as downstream actuating devices 16, 17, for example, may be a power-determining actuating element 16 for a drive machine such as a power controller for an electric motor, a throttle-valve adjustment device or a fuel-metering device of an internal combustion engine. In the same way, a deceleration device 17 of vehicle 2 may be provided as a downstream actuating element 16, 17 by which vehicle 2 is able to be decelerated without any input on the part of the driver. Because of the actuation of the power-determining actuating element 16 and deceleration device 17, velocity v0 of vehicle 2 is able to be adjusted and controlled according to the method of the present invention.
[0029] FIG. 4 shows an exemplary flow diagram of the method according to the present invention, which begins with step 20. For instance, this start step 20 may be carried out when vehicle 2 is started up, when vehicle 2 enters a multi-lane road or a superhighway, or when the driver of vehicle 2 activates the function according to the present invention by operating a control element. In following step 21, it is checked whether an object 7 in front was detected with the aid of first sensor system 3 mounted at the vehicle front. If the traveled road is free and if first sensor 3 has not detected any vehicle 7 traveling ahead, branching back to step 21 takes place and a check is carried out whether vehicles 7 located in front are present until this has been positively determined. I a vehicle 7 traveling ahead was detected in step 21, step 21 branches to yes and it is continued with step 22. In step 22, it is checked whether a traffic jam has been detected. For example, this may be realized in that vehicle 2 receives information indicating a traffic jam ahead via a radio interface, or in that vehicles 7, 8, which are either at a standstill or driving only very slowly, are detected on all traffic lanes available for driving, this being detected with the aid of first sensor 3 mounted at the front side of vehicle 2. As long as no traffic jam is detected, step 22 branches to no and it is continued with step 21 by checking anew whether a vehicle 7 traveling ahead has been identified at all. If an upcoming traffic jam was detected in step 22, then the present method branches to yes, and continues with step 23 in that vehicle 2 is decelerated in such a way that it is stopped at distance d=d1 from vehicle 7 traveling ahead, which represents the tail end of a traffic jam. Alternatively, instead of stopping vehicle 2, it may also be decelerated to a very low target velocity. When the standstill or the target velocity has been reached, then further sensor 5 situated at the rear checks whether a trailing vehicle has been detected. As long as no trailing vehicle 9 is detected by second sensor 5 at the rear of the vehicle, step 24 branches back and the method continues with step 24 so that the method waits until a trailing vehicle 9 has been detected. When a trailing vehicle 9 is detected by further sensor 5, then step 24 branches to yes and step 25 follows, in which a check takes place whether the distance of trailing vehicle 9 falls below distance d=d2 and/or its velocity v2 is less than a maximum velocity v.sub.max. As long as this is not the case, the brakes of vehicle 2 remain active and the vehicle remains at a standstill or continues to move at the low velocity. If following vehicle 9 has dropped below velocity value d=d2 and/or the velocity v2 of the trailing vehicle has dropped below maximum velocity v.sub.max, then step 25 branches to yes and ego vehicle 2 moves up to the tail end of the traffic jam, in the form of vehicle 7 traveling ahead, in step 26, in that vehicle 2 continues its driving at a low velocity v0, which is only slightly above velocity v1 of vehicles 7, 8 in front. When the tail end of the traffic jam is reached and a minimum distance is attained, then the present method is concluded in following step 27, the traffic jam situation having changed in such a way that ego vehicle 2 no longer constitutes the tail end of the traffic jam but resumes driving inside the traffic jam at a low relative velocity in relation to objects, 7, 8, 9.
