Patent ID: 12252146

The FIGURE is only a schematic representation and is not true to scale. Identical reference numerals denote identical or equally-acting features in the FIGURE.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS

FIG.1shows a representation of a vehicle100including a driver assistance system102according to one exemplary embodiment. Vehicle100is driving on a closed-off training area here, behind a target vehicle104steered by a trainer. A driver106of the vehicle attempts to imitate a driving behavior of target vehicle104preferably exactly.

Driver assistance system102has an assistance mode. Driver106has activated the assistance mode via a control element108of vehicle100to receive assistance during the imitation of the driving behavior. Control element108may, for example, be a button on a steering wheel of vehicle100.

When the assistance mode is activated, a driver input112of driver106detected via an angular position of a gas pedal110of vehicle100is not converted directly into a power setpoint value114for a drive train116of vehicle100. In the assistance mode, driver assistance system102reads in driver input112, compares a vehicle acceleration value118representing an instantaneous acceleration of vehicle100to a target acceleration value120representing an acceleration of target vehicle104, and converts driver input112into power setpoint value114, using a result of the comparison. Driver input112may be converted directly into power setpoint value114, as long as vehicle acceleration value118is within a tolerance range around target acceleration value120.

When vehicle acceleration value118is less than target acceleration value120by more than the tolerance range, driver106does not step on the gas sufficiently, and driver input112is too small in order to approximately gain target acceleration value120. As a result, power setpoint value114is increased.

When vehicle acceleration value118is greater than target acceleration value120by more than the tolerance range, driver106steps on the gas too much, and driver input112is too great. Power setpoint value114is therefore reduced. When vehicle acceleration value118is too great by so much that vehicle100cannot be sufficiently decelerated by reducing power setpoint value114alone, a braking system122of vehicle100is activated in one exemplary embodiment. Braking system122may be activated when vehicle acceleration value118is greater than target acceleration value120by more than a braking tolerance range. Braking system122may also be activated when the distance from target vehicle104is smaller than a minimum distance.

Power setpoint value114may be incrementally increased and/or decreased, so that driver106feels that the assistance mode is intervening. The more vehicle acceleration value118deviates from target acceleration value120, the greater the steps may be.

In one exemplary embodiment, target vehicle104is actually present and is detected by at least one sensor124of vehicle100. Target acceleration value120may be ascertained from sensor data of sensor124, as long as target vehicle104is situated within a detection range126of sensor124. When target vehicle104is driving outside detection range126and therefore may no longer be detected, or also when target vehicle104only exists virtually or as a simulation, target acceleration value120may be derived from a target trajectory128of target vehicle104. Target trajectory128may be recorded by target vehicle104and, for example, be provided via a data transmission system130. If no actual target vehicle104at all exists, target trajectory128may be retrieved, for example, from a data memory of vehicle100.

From target trajectory128, a target acceleration value120may essentially be derived for any target position132of target vehicle104. Since vehicle100is driving at a distance behind target vehicle104, this target acceleration value120is used in one exemplary embodiment when an instantaneous vehicle position134of vehicle100essentially corresponds to target position132. In particular, this target acceleration value120may be used when instantaneous vehicle position134is situated on a line through the target position perpendicularly to target trajectory128.

In one exemplary embodiment of the present invention, the assistance mode is automatically deactivated when driver input112is less than a minimum threshold value. In this way, driver106may switch off the assistance mode by considerably letting off the gas. The assistance mode is only switched on again after a renewed activation via control element108. The assistance mode may also be switched off at any time via control element108. The minimum threshold value may be dependent on target acceleration value120. For example, the minimum threshold value may have a fixed relation to target acceleration value120.

In other words, a performance assist is shown inFIG.1as an additional feature for a dynamic distance assistance (DDA) function.

Presently, different driver assistance systems exist in vehicles, such as adaptive cruise control (ACC) and highway assist (HWA), which offer the driver increased comfort and enhanced safety. Moreover, further assistance systems deliver a gain in safety due to distance warnings and emergency braking interventions.

In the case of the driver-oriented “dynamic distance assist” (DDA) function, the driver is relieved of the braking with the aid of the pedal to a great extent, rear-end collisions are prevented, and the gas pedal or, in the case of single-track vehicles, the driving twist grip, is nonetheless left to the driver.

In the case of ACC as a self-accelerating function, acceleration and acceleration build-up values are limited, and the function is deactivated when the brake pedal is actuated for reasons of functional safety. The fact that in the case of DDA, the gas pedal remains under control of the driver results in the option of using the full power of sports vehicles, and of also leaving the function active after an actuation of the brake pedal.

In the approach described here, DDA is further developed as a circular track feature for driving events and driving training. The idea is that the participant of a driving event follows a professional driver (follow-the-instructor). Based on his or her experiences, he or she may design the driving style and the lap time in a targeted manner to the skills and the level of the trainee. He or she may also deliberately variably shift the focus between lap time optimization and driving enjoyment.

During driving events on the circular track, a performance assist function may thus be offered during follow-the-instructor events, in addition to the protective aspect of DDA. While DDA already ensures a safety distance, the acceleration behavior may also be incrementally optimized through further assistance. If the driver trainee, during acceleration out of curves, e.g., does not follow the professional driver quickly enough due to gas pedal values which are too low, an incremental, settable elevated acceleration increase assists the driver with following the trainer.

With the aid of the performance assist function, as a supplement to DDA, it is ensured in the process that a settable, maximum distance from the preceding trainer and a certain differential speed are not exceeded.

When the driver requests a certain acceleration, which is greater than a settable threshold value, it is compared to the acceleration which is necessary so as not to exceed a certain distance and a certain differential speed in relation to the trainer. The desired distance and the differential speed are, in particular, dependent on the speed and acceleration of the trainer and of curve radii.

By dispensing with the use of additional control elements after the activation (e.g., at the steering column switch), the focus remains on the race track. This distinguishes the approach, among other things, from existing approaches, such as e.g., lock-on-target.

Only a general option for switching on and off exists (e.g., with the aid of a button).

If the comparison of the actually requested acceleration of the driver via the gas pedal (a_demand) and the necessary acceleration for following (a_required) results in a positive difference (a_required−a_demand>0), this difference may be reduced.

Settable in different steps/modes, the difference (a_demand−a_required) is added to the actually requested acceleration (a_demand) (a_demand+(a_required−a_demand)*f_correction_x) using different factors and offsets.

An acceleration jolt for a short time may also indicate to the driver to increase the acceleration. In the process, the active principle is similar to the braking jolt in emergency braking systems. In this way, the driver trainee may receive assistance with following the professional trainer.

If the driver applies the brake, releases the gas pedal or drops below a certain acceleration requirement, no elevated acceleration increase is permitted, so that the driver trainee is able to suppress an undesirable elevated increase at any time and as quickly as possible.

In addition, it is possible to generally switch off the performance assist function with the aid of a button. In this way, undesirable elevated acceleration increases may be avoided if the distances from the trainer are too great.

If the driver trainee drops below a certain distance or has built up a positive differential speed which is too high, so that his or her acceleration request (a_demand) has to be reduced, DDA assumes the control and limits a_demand to a_allowed, a_allowed also being able to request a deceleration.

With the aid of this performance assist supplement and the transitions to DDA, the driving enjoyment may be enhanced even further. The driver trainee may improve his or her own skills by targeted assistance from the trainer and the function. By dispensing with additional control elements, the focus on the track and the trainer is never lost, and the safety of the driver trainee and of the trainer is ensured in important situations.

It is pointed out that terms such as “including,” “having” etc. do not exclude other elements or steps, and that terms such as “a” or “an” do not exclude a plurality.