METHOD AND DRIVER-ASSISTANCE SYSTEM FOR OPERATING A SINGLE-TRACK OR MULTI-TRACK VEHICLE

Abstract

A method for operating a single-track or multi-track vehicle including a driver-assistance system. In the method, a speed of the vehicle and a distance of the vehicle from a vehicle in front are controlled. The speed is controlled within a system-related speed range of the driver-assistance system using a position of an operating element of the vehicle and is controlled up to an optional target speed that is selectable within the speed range. Before an upper limit of the speed range is exceeded, a warning signal is provided to a driver of the vehicle. The distance is controlled within the speed range in a speed-dependent distance buffer region depending on the position.

Claims

1-11. (canceled)

12. A method for operating a single-track or multi-track vehicle including a driver-assistance system, the method comprising the following steps: controlling a speed of the vehicle and a distance of the vehicle from a vehicle in front, wherein the speed is controlled within a system-related speed range of the driver-assistance system using a position of an operating element of the vehicle and is controlled up to a target speed that is selectable within the speed range; providing, before an upper limit of the speed range is exceeded, a warning signal to a driver of the vehicle; and controlling the distance within the speed range in a speed-dependent distance buffer region depending on the position.

13. The method as recited in claim 12, wherein the warning signal is provided before the target speed and/or the upper limit is exceeded.

14. The method as recited in claim 12, wherein a visible display is provided for the driver as the warning signal.

15. The method as recited in claim 12, wherein a change in a vehicle characteristic of the vehicle is set as the warning signal.

16. The method as recited in claim 15, wherein a resistance of the operating element is increased as the change in the vehicle characteristic.

17. The method as recited in claim 15, wherein non-acceptance of a change in the position is set as the change in the vehicle characteristic.

18. The method as recited in claim 12, wherein the target speed and/or the upper limit is exceeded when a position gradient is greater than a breach value.

19. The method as recited in claim 12, wherein the upper limit is set depending on a system status of the driver-assistance system.

20. A driver-assistance system for operating a single-track or multi-track vehicle, the driver assistance system configured to: control a speed of the vehicle and a distance of the vehicle from a vehicle in front, wherein the speed is controlled within a system-related speed range of the driver-assistance system using a position of an operating element of the vehicle and is controlled up to a target speed that is selectable within the speed range; provide, before an upper limit of the speed range is exceeded, a warning signal to a driver of the vehicle; and control the distance within the speed range in a speed-dependent distance buffer region depending on the position.

21. A non-transitory machine-readable storage medium on which is stored a computer program for operating a single-track or multi-track vehicle including a driver-assistance system, the computer program, when executed by a computer, causing the computer to perform the following steps: controlling a speed of the vehicle and a distance of the vehicle from a vehicle in front, wherein the speed is controlled within a system-related speed range of the driver-assistance system using a position of an operating element of the vehicle and is controlled up to a target speed that is selectable within the speed range; providing, before an upper limit of the speed range is exceeded, a warning signal to a driver of the vehicle; and controlling the distance within the speed range in a speed-dependent distance buffer region depending on the position.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In the following, specific embodiments of the present invention will be explained with reference to the FIGURES, although neither the FIGURES nor the description should be construed as limiting the present invention.

[0030] FIG. 1 shows a vehicle comprising a driver-assistance system according to an exemplary embodiment of the present invention.

[0031] This FIGURE is merely schematic and is not to scale. In the FIGURE, identical reference numerals denote identical or identically functioning features.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS

[0032] FIG. 1 shows a vehicle 100 comprising a driver-assistance system 102 according to an exemplary embodiment. The vehicle 100 is a car in this case. The approach presented here may accordingly also be used in a motorcycle, a truck, or a quad bike or all-terrain vehicle. The vehicle 100 comprises a sensor system 104 for detecting other vehicles at least in the travel direction in front of the vehicle 100. The other vehicles can be detected within a sensor range 106 of the sensor system 104. The sensor range 106 is specific to the sensor system 104. The sensor range 106 is also dependent on environmental conditions. For example, the sensor range 106 is lower when it is raining than when it is not raining.

[0033] If the sensor system 104 detects a vehicle 108 in front of the vehicle 100, an item of distance information 110 is provided which maps a distance 112 between the vehicle 100 and the vehicle 108 in front.

[0034] An operating element 114 of the vehicle 100 provides an operating-element signal 116. The operating-element signal 116 maps a current position 118 of the operating element 114. Here, an accelerator pedal 114 of the car provides an accelerator pedal signal 116. The accelerator pedal signal 116 maps a current accelerator pedal angle 118 of the accelerator pedal 114.

[0035] A speed sensor 120 of the vehicle 100 maps a current speed 122 of the vehicle 100 in a speed signal 124.

[0036] The driver-assistance system 102 inputs the operating-element signal 116, the speed signal 124, and the distance information 110.

[0037] Provided that the distance 112 is greater than a speed-dependent distance limit value 126 and the speed 122 is within a system-related speed range 128, the position 118 is directly converted into an acceleration target value 130. A driver of the vehicle 100 can thus control the speed 122 as normal via the operating element 114.

[0038] If the distance 112 is less than the speed-dependent distance limit value 126 and the speed 122 is within the system-related speed range 128, the position 118 is converted into a target distance 132 for a cruise control 134 of the driver-assistance system 102. The target distance 132 can be set within a distance buffer region 136. The distance buffer region 136 begins at the speed-dependent distance limit value 126 and ends at a speed-dependent safety distance 138 from the vehicle 108 in front. The cruise control 134 controls the acceleration target value 130 or a braking target value 140 using the distance 112 and the target distance 132.

[0039] If the speed 122 exceeds an upper limit 142 of the speed range 128, the driver will be provided with a warning by a warning signal 144 since, above the upper limit 142, the sensor range 106 of the sensor system 104 is insufficient for reliably providing the distance information 110.

[0040] The driver may optionally set a target speed 146 within the speed range 128 for a speed controller 148 of the driver-assistance system 102. If the distance 112 is greater than the speed-dependent distance limit value 126 and the speed 122 is less than the target speed 146, the position 118 is directly converted into the acceleration target value 130. If the speed 122 reaches the target speed 146 or just below the target speed 146, the speed controller 148 limits the acceleration target value 130.

[0041] If the distance 112 is within the distance buffer region 136 and the speed 122 is less than the target speed 146, the position 118 is converted into the target value 132. If the speed 122 reaches the target speed 146 or just below the target speed 146, the speed controller 148 limits the acceleration target value 130 even if the distance 112 becomes greater than the target distance 132 as a result.

[0042] Since the cruise control is dependent on environmental conditions, in one exemplary embodiment, the upper limit 142 is lowered if the environmental conditions deteriorate. To do so, the driver-assistance system inputs an item of environmental information 150 mapping the environmental conditions and adjusts the upper limit 142 to the environmental conditions.

[0043] In other words, the automatic activation of a speed limiter is described.

[0044] In vehicles there are different driver-assistance systems which give the driver increased comfort and greater safety, such as adaptive cruise control (ACC) and highway assist (HWA). Furthermore, other assistance systems provide an increase in safety by way of distance warnings and emergency braking interventions.

[0045] In particular, another, driver-oriented assistance function called dynamic distance assist (DDA) largely takes over the pedal braking from the driver but leaves them to operate the gas pedal.

[0046] For a distance limiter or also for DDA, there is the option of activating a speed limiter or ACC in addition. Therefore, it can be guaranteed not only that a minimum distance is ensured but also that a predetermined maximum speed can be maintained.

[0047] In this case, current ACC systems have different maximum speeds (e.g., 160 km/h, 210 km/h, or also 250 km/h), which can be preset. It is thus guaranteed that ACC is used in a speed range in which it achieves its desired and known performance. It can be controlled by the driver.

[0048] For distance-maintaining functions, such as distance limiters or DDA, the question is then how to draw the driver's attention to the system limits at higher speeds, in particular in the sports car sector, if they themselves predetermine the speed by way of the accelerator pedal.

[0049] In the approach presented here, when the distance limiter or DDA is activated, an upper speed limit (v-max) is automatically activated. The driver is thus aware that, when using these assistance functions, they can only rely on the desired performance in a certain speed range.

[0050] In addition to the automatic activation of an upper speed limit, a two-stage limiter is presented here.

[0051] The first speed limit is similar to currently conventional speed limiters. It may, e.g., be set to 50 km/h when driving in urban environments or to 120 km/h when driving on motorways.

[0052] Conventional activation conditions, functional behavior, and deactivation conditions may be involved.

[0053] The second speed limit is configured to take account of the sensor performance (e.g., 160 km/h, 210 km/h, or 250 km/h). Where necessary, the second speed limit may be somewhat higher than for ACC since the driver is actively involved in the driving process due to the use of the gas pedal. The second speed limit may be automatically activated when the distance limiter or DDA is activated. The second speed limit may not be changed or may not be changed easily and/or changed while driving using the operating apparatus since it affects the sensor performance.

[0054] In one exemplary embodiment of the present invention, however, it is variable within certain ranges and can be adjusted to the environmental conditions. For instance, the upper speed limit can be adjusted in heavy rain. In this case, the upper limit is not replaced or deactivated when a normal/lower speed limit is set. The upper speed limit remains even when the lower speed limit is deactivated.

[0055] If the driver still wishes to increase the speed above the upper limit, they can do so by deactivating the distance limiter or DDA using the operating apparatus. They can also carry out temporary deactivation by way of a very high accelerator pedal angle or a kickdown. Advantageously, when approaching the upper speed limit, the driver is notified early enough so that they can override the upper limit in good time as required. The upper speed limit may also be used in vehicles without an adjustable, known speed limiter.

[0056] Lastly, it should be noted that terms such as “having,” “comprising,” etc., do not exclude any other elements or steps, and terms such as “a,” “an,” or “one” do not exclude a multiplicity.