Device for controlling longitudinal guidance of a vehicle designed to be driven in an at least partly automated manner

Abstract

A device is provided for controlling longitudinal guidance of a vehicle designed to be driven in an at least partly automated manner. The vehicle includes an actuation element for having a driver control longitudinal guidance, the actuation element being blockable within predefined limit positions in accordance with a variable representing the degree of automation of the vehicle and a first condition. The actuation element can be unblocked in accordance with the variable representing the degree of automation of the traveling vehicle and at least one second condition.

Claims

1. A device for controlling longitudinal guidance of a vehicle that is configured to be driven in an at least partly automated manner, the device comprising: a first actuation element configured to control the longitudinal guidance by a driver, wherein the first actuation element is blocked within predefined position limits in accordance with a variable representing a degree of automation of driving of the vehicle and in accordance with a first condition, and a processor configured to output a control signal for blocking of the first actuation element, wherein the blocking of the first actuation element is suspended in accordance with the variable representing the degree of automation of the driving of the vehicle and a second condition, and wherein different haptic effects are provided on the first actuation element for a first transition from manual driving to automated driving and a second transition from the automated driving to the manual driving.

2. The device as claimed in claim 1, wherein at least one of the first condition and the second condition includes that the variable representing the degree of automation of the driving of the vehicle indicates a particular automation for the driving of the vehicle at a future time.

3. The device as claimed in claim 1, further comprising a second actuation element configured to control lateral guidance of the vehicle, wherein the second condition includes that an action performed by the driver on the second actuation element for controlling the lateral guidance of the vehicle exceeds a predetermined value.

4. The device as claimed in claim 3, wherein the first actuation element is installed together with the second actuation element or wherein the first actuation element and the second actuation element have a same or adjacently arranged handle surfaces.

5. The device as claimed in claim 1, wherein the second condition includes a control-resumption request regarding the longitudinal guidance of the vehicle to be carried out by the driver, which is detected by the vehicle.

6. The device as claimed in claim 1, wherein the second condition includes a control-resumption request regarding lateral guidance of the vehicle to be carried out by the driver of the vehicle, including at least one of a readiness of steering and a steering action.

7. The device as claimed in claim 1, wherein the second condition is a recognition of at least one of willingness and capability by the driver to take over a driving task.

8. The device as claimed in claim 1, wherein at least one of the first condition and the second condition is dependent on at least one of a necessity and a handling recommendation to carry out a particular maneuver as determined by the vehicle.

9. The device as claimed in claim 1, wherein at least one of the first condition and the second condition is dependent on one or more of the following parameters determined by the vehicle: attention status, viewing direction, and sight accommodation of the driver; driver status detection, including alertness status, sleeping status, blinking detection, and microsleep status of the driver.

10. The device as claimed in claim 1, wherein at least one of the first condition and the second condition is detected by a sensor in a mobile user device and provided to a computing unit of the mobile user device.

11. The device as claimed in claim 1, wherein the blocking of the first actuation element is stageless, wherein a parameter of the blocking is dependent on at least one of a qualitative and a quantitative parameter of the first condition.

12. The device as claimed in claim 1, wherein the predefined position limits for an automated driving mode of the vehicle are different from further position limits that are defined for at least partly manual driving.

13. The device as claimed in claim 12, wherein at least one of the predefined position limits is dependent on one or more of the following criteria: a degree of automation relevant to a current drive; a velocity range relevant to the current drive; a current seat position or seat setting of the driver; a body position or pose of the driver; the driver; an alertness state of the driver.

14. The device as claimed in claim 12, wherein the predefined position limits are selected in terms of at least one of their angles and positions such that they are located between a first position range, which brings about an acceleration of the vehicle in an at least partly manual driving mode of the vehicle, and a second position range, which brings about a deceleration of the vehicle in the at least partly manual driving mode of the vehicle.

15. An apparatus configured to provide at least partly automated driving of a vehicle, the apparatus comprising: a pedal module including an actuation element configured to control longitudinal guidance by a driver, wherein the actuation element is blocked within predefined position limits in accordance with a variable representing a degree of automation of driving of the vehicle and in accordance with a first condition, and a processor configured to output a control signal for blocking of the actuation element, wherein the blocking of the actuation element is suspended in accordance with the variable representing the degree of automation of the driving of the vehicle and a second condition, and wherein different haptic effects are provided on the actuation element for a first transition from manual driving to automated driving and a second transition from the automated driving to the manual driving.

16. A method for operating a vehicle that is configured to be driven in an at least partly automated manner, the vehicle including an actuation element configured to control longitudinal guidance of the vehicle by a driver, wherein the actuation element is blocked within predefined position limits in accordance with a variable representing a degree of automation of driving of the vehicle and in accordance with a first condition, wherein blocking of the actuation element is suspended in accordance with the variable representing the degree of automation of the driving of the vehicle and a second condition, the method comprising: detecting the variable representing the degree of automation of the driving of the vehicle; detecting fulfillment of at least one of the first condition and the second condition; initiating the blocking of the actuation element for controlling the longitudinal guidance of the vehicle within the predefined position limits as a function of the variable representing the degree of automation of the driving of the vehicle and the first condition; initiating suspension of the blocking of the actuation element for controlling the longitudinal guidance of the vehicle as a function of the variable representing the degree of automation of the driving of the vehicle and the second condition; and outputting different haptic effects on the actuation element for a first transition from manual driving to automated driving and a second transition from the automated driving to the manual driving.

17. A non-transitory computer-readable medium storing a computer program that is executable by a computer for operating an at least partly automated driving of a vehicle that is configured to be driven in an at least partly automated manner, the vehicle including an actuation element configured to control longitudinal guidance of the vehicle by a driver, wherein the actuation element is blocked within predefined position limits in accordance with a variable representing a degree of automation of driving of the vehicle and in accordance with a first condition, wherein blocking of the actuation element is suspended in accordance with the variable representing the degree of automation of the driving of the vehicle and a second condition, the computer when executing the computer program is configured to perform steps comprising: detecting the variable representing the degree of automation of the driving of the vehicle; detecting fulfillment of at least one of the first condition and the second condition; initiating the blocking of the actuation element for controlling the longitudinal guidance of the vehicle within the predefined position limits as a function of the variable representing the degree of automation of the driving of the vehicle and the first condition; initiating suspension of the blocking of the actuation element for controlling the longitudinal guidance of the vehicle as a function of the variable representing the degree of automation of the driving of the vehicle and the second condition; and outputting different haptic effects on the actuation element for a first transition from manual driving to automated driving and a second transition from the automated driving to the manual driving.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1 is a schematic representation of a device according to the invention for controlling the longitudinal guidance of a vehicle designed to be driven in an at least partly automated manner.

(2) FIG. 2 is a state diagram that illustrates the control according to the invention of the accelerator pedal on the basis of an exemplary embodiment.

DETAILED DESCRIPTION OF THE DRAWINGS

(3) FIG. 1 shows a device according to the invention in the form of a pedal module 10 for controlling the longitudinal guidance of a vehicle 1 designed to be driven in an at least partly automated manner. Only for the purposes of illustration, the pedal module 10 has a single pedal 11 as an actuation element, which serves to control the engine output, for example, and is colloquially known as the gas pedal. Alternatively, the pedal 11 can also be a brake pedal or a combined pedal that makes it possible both to control the acceleration and to slow down the vehicle.

(4) Depending on a respective position, e.g., a pedal angle relative to a starting position, a corresponding signal 15 representing the position and/or movement of the accelerator pedal is transmitted to a computer unit 13 of the pedal module 10. The computer unit 13 is configured to process the signal 15 and to transmit a control parameter 17 as a result of the processing to a further computer unit 18 for the longitudinal guidance of the vehicle. The computer unit 18 itself is linked to systems, such as actuators, sensors and the like, which are not shown in greater detail in the figure, for the at least partly automated driving of the vehicle 1. The computer unit 18 permits a (partly) automated operation of the vehicle with different degrees of automation. The degrees of automation can exist as classes or category values, as defined by the German Association of the Automotive Industry (VDA). For example, these include: A1: supported driving; A2: partly automated driving; A3: highly automated driving; A4: automatic driving; A0: degree of automation unknown or low-confidence statements.

(5) If the vehicle 1 is operated with the aid of automatic speed regulation, such as cruise control (degree of automation A1) or adaptive cruise control (degree of automation A2), then the actuation of the pedal 11 by the driver of the vehicle 1 is superfluous. In order to end the automatic speed regulation at any time, for instance, in the event of a sudden dangerous situation, the driver's foot should remain as close to the pedal 11 as possible.

(6) To provide increased comfort for the driver at the same time, the driver can leave or place his or her foot on a pedal plate of the pedal 11 when the pedal 11 is blocked and serves as a foot rest, according to the embodiment described here.

(7) The blocking of the pedal 11 occurs as soon as the computer unit 18 for at least partly automated driving issues the information indicating that the degree of automation is sufficiently high and that it has been determined as a condition at the same time that, for example, the pedal 11 has not been actively actuated and/or that there has been no foot contact with the pedal 11 by the driver for a predetermined interval of time. The first condition can also be a setting in the vehicle that the blocking of the pedal 11 during an automated drive with an insufficiently high degree of automation is desired. That the driver will probably not be required to actuate the pedal during the next, relatively long period of time can be considered as a further criterion. In this instance, the pedal 11 can be used as a foot rest.

(8) The device can be configured such that a variable representing the degree of automation of the driving of the vehicle 1 and the at least one first condition and/or the at least one second condition for blocking and/or for suspending the blocking of the at least one pedal 11 must lie within predetermined limits at the same time and/or within a predefined time interval, e.g., from 1 to 5 seconds.

(9) When transitioning from manual driving into the (partly or highly) automated driving mode, a haptic effect or vibration is generated by an actuator 12 of the pedal 11 so that the driver can perceive the mode transition. If the driver does not want to block the pedal 11, then brief pressure on the pedal or performing a particular other actuation action during the mode change is sufficient to prevent the blocking of the pedal 11. It is practical to visualize the mode change or additionally emit a tone.

(10) Along with the transition of the pedal 11 into the (partly or highly) automated mode, the pedal 11 leaves its position used for manual driving and transforms into the previously described foot rest. The foot rest can be adjusted automatically or according to the driver's wishes so as to achieve a seat position that is comfortable for the driver.

(11) This adjustment remains in this case without any effect on the longitudinal guidance of the vehicle, in particular vehicle acceleration.

(12) If a driver is required to take over a driving task, a signal, e.g., a so-called take-over request (TOR) or a hands-on request (HOR) or a foot-on request (FOR), is sent to the driver of the vehicle by the computer unit 18. When the driver then grips the steering wheel, the blocking is suspended. The suspension of the blocking can occur immediately or in stages. Thus, the pedal 11 is fully or partly released to resume control of the acceleration or deceleration of the vehicle.

(13) During a mode change from automated driving to manual mode, a further haptic effect by the actuator 12 occurs on the pedal 11. Preferably, this haptic effect can be differentiated from the haptic effect that occurs on the pedal 11 during the transition from manual mode to automated driving. This ensures that the driver has sensed the mode change, and so a sudden, excessively large acceleration or deceleration due to the foot resting on the pedal 11 can be avoided.

(14) Furthermore, the driver can also bring about the suspension of the blocking of the pedal without a control-resumption request. This happens, for example, by pressing together on the steering wheel grip with both hands or by another predefined effect or predefined force or combination thereof. In particular, other actuation elements can be actuated or a function can be selected from a pull-down menu via a human-machine interface.

(15) FIG. 2 shows an exemplary embodiment in the form of a simplified state diagram. The manual mode is identified as the first state with reference sign 201; the automated mode is identified as the second state with reference sign 202. The reference signs 203, 204 and 205 represent state transitions between the first state 201 of the manual mode and the second state 202 of the automated mode.

(16) The manual mode serves to control the acceleration and/or deceleration of the vehicle by the driver by the deliberate actuation of the pedal 11. In other words, the pedal 11 is pressed down by the driver in the conventional manner in order to increase engine output, for example. In the highly automated mode, the pedal is blocked or can be moved within particular position limits. Thus, the pedal can be used as an ergonomic foot rest, wherein an application of force on the blocked pedal has no effect on the longitudinal guidance of the vehicle, especially acceleration.

(17) The transition 203 from the first state 201 of the manual mode into the second state 202 of the automated driving occurs in dependence upon the degree of automation of the driving and upon a first condition. At this point, it is verified whether the pedal had not been actively actuated and/or whether there was no contact between the driver's foot and the pedal for a predetermined interval of time. The first condition can also be a setting in the vehicle that the blocking of the pedal 11 during an automated drive with an insufficiently high degree of automation is desired.

(18) The transition 204 from the second state 202 of the automated driving into the first state 201 of the manual driving occurs in dependence upon the degree of automation of the driving (e.g., the current degree of automation or the degree of automation determined for the future exceeds a predetermined value) and when a second condition is fulfilled. The second condition can include, for instance, a control-resumption request regarding a longitudinal and/or lateral guidance of the vehicle to be carried out by the driver, such as a braking process or steering intervention on very bendy roads.

(19) The state transition 205 permits a transition from the second state 202 of automatic driving to the first state 201 of the manual mode with the aid of a redundant condition, e.g., when the automation stops or fails. If an alternative or redundant condition such as this is fulfilled, then it takes precedent over the state transition 204. The alternative or redundant condition can be, for example, a back-and-forth movement and/or a specifically defined influence on the steering wheel. The alternative or redundant condition can likewise be a combination of actuations of two or more different actuation elements of the vehicle.

(20) A further alternative condition involves a particular pressure exerted on the pedal 11 by the driver's foot or a pressure sequence or pressure direction on the pedal 11. In particular, state transitions relevant to safety can be created in this way.

LIST OF REFERENCE SIGNS

(21) 1 Vehicle 10 Pedal module 11 Pedal 12 Actuator 15 Signal (representing the position/movement of the pedal) 17 Control parameter 18 Computer unit 201 First state 202 Second state 203 State transition 204 State transition 205 State transition

(22) The foregoing disclosure has been set forth merely to illustrate the invention and is not intended to be limiting. Since modifications of the disclosed embodiments incorporating the spirit and substance of the invention may occur to persons skilled in the art, the invention should be construed to include everything within the scope of the appended claims and equivalents thereof.