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DE-102024132879-A1 - Method and vehicle system for detecting and handling overbraking in a cooperative operation and appropriately equipped motor vehicle

DE102024132879A1DE 102024132879 A1DE102024132879 A1DE 102024132879A1DE-102024132879-A1

Abstract

The invention relates to a method (11) for controlling a motor vehicle (1) that can be guided longitudinally manually and automatically. In this method, when a target deceleration is requested by a driver assistance system (3) configured for longitudinal vehicle control, a false deceleration is detected if the actual deceleration of the motor vehicle (1) exceeds a predetermined deceleration threshold for more than a predetermined tolerance time. However, if a driver-initiated deceleration is simultaneously present due to the activation of a brake control element (5) of the motor vehicle (1) by the driver (2), this deceleration threshold for the detection of false decelerations is automatically adjusted by the current driver-initiated deceleration towards a greater deceleration. The invention also relates to a vehicle system (7) configured for the method and a motor vehicle (1) equipped therewith.

Inventors

  • Thomas Spichtinger
  • Thomas Rossrucker
  • Julian Stuerzer

Assignees

  • BAYERISCHE MOTOREN WERKE AKTIENGESELLSCHAFT

Dates

Publication Date
20260513
Application Date
20241111

Claims (10)

  1. Method (11) for controlling a motor vehicle (1) that is equipped for manual longitudinal control by a driver (2) and for at least assisted longitudinal control by a driver assistance system (3), wherein during operation of the motor vehicle (1) the following are automatically performed: - continuous monitoring for a target deceleration requested by the driver assistance system (3) and for the actuation of a brake control element (5) of the motor vehicle (1), - when a target deceleration requested by the driver assistance system (3) is detected, continuous monitoring for incorrect decelerations is performed, for which purpose a current actual deceleration of the motor vehicle (1) is determined and an incorrect deceleration is detected when the actual deceleration is greater than a predetermined deceleration threshold for more than a predetermined tolerance time, wherein - as long as an actuation of the brake control element (5) is detected simultaneously with a requested target deceleration, a driver-requested deceleration is determined from this and the deceleration threshold is changed by the amount of this driver-requested deceleration in the direction of greater deceleration, - when an incorrect deceleration is detected, a predetermined A security measure is triggered.
  2. Procedure (11) according to Claim 1 , characterized in that the safety measure deactivates the influence of the driver assistance system (3) on the actual deceleration of the motor vehicle (1).
  3. Method (11) according to one of the preceding claims, characterized in that the deceleration threshold is changed only in an additive operating mode of the motor vehicle (1) in which both the target deceleration and the driver-requested deceleration indicated by actuation of the brake control element (5) contribute to the actual deceleration set.
  4. Procedure (11) according to Claim 3 , characterized in that the additive operating mode is detected based on a corresponding request from the driver assistance system (3).
  5. Method (11) according to one of the preceding claims, characterized in that the deceleration threshold is predetermined depending on the speed.
  6. Procedure (11) according to Claim 5 , characterized in that the deceleration threshold for a higher speed of the motor vehicle (1) relative to the surroundings is greater in magnitude than for a lower speed.
  7. Method (11) according to one of the preceding claims, characterized in that the driver request delay is determined in a manner that ensures compliance with at least ASIL C, in particular with ASIL D.
  8. Method (11) according to one of the preceding claims, characterized in that the target deceleration requested by the driver assistance system (3) is recognized with a lower level of functional safety than the driver request deceleration, in particular according to ASIL QM.
  9. Vehicle system (7) for a motor vehicle (1), comprising an input interface (8) for acquiring input data specifying target accelerations requested by a driver assistance system (3) for longitudinal vehicle guidance and corresponding driver request braking torques or driver request decelerations for actuation of a brake control element (5), a data processing device (9, 10) for processing the input data and generating corresponding control signals for triggering a predetermined safety measure, and an output interface (8) for outputting the control signal, wherein the vehicle system (7) is configured to automatically execute the method (11) according to one of the preceding claims.
  10. Motor vehicle (1) designed for manual longitudinal control by a driver (2) and for at least assisted longitudinal control by a driver assistance system (3) and a vehicle system (7) according to Claim 9 exhibits.

Description

The present invention lies in the field of safety and vehicle engineering and relates to a method for controlling a motor vehicle. The invention also relates to a correspondingly configured vehicle system and a motor vehicle equipped therewith. Modern vehicles are increasingly equipped with functions and systems to improve user comfort or automate driving. This also increases complexity and, at least potentially, the susceptibility to errors or the risk of undesirable effects or behaviors in the respective vehicle. For example, unintentionally or erroneously excessive acceleration or deceleration can be problematic for both the driver and driver assistance systems. Therefore, approaches and rules already exist, for example, regarding functional safety or ensuring the correct control of hydraulic brakes or similar systems. However, such implementations can become more difficult with increasing complexity, for example, in cooperative operation where both the driver and a driver assistance system are actively involved in longitudinal control. For example, the EP 2 986 866 B1 A method for actuating an electrically operated friction brake driven by an electric motor. In this method, the actuation energy of the electric motor is determined for a braking process and calculated as the actual actuation energy at a predetermined target position of the friction brake. Furthermore, a target actuation energy is determined for the target position or a target braking effect based on known data about the friction brake. Any deviation between the actual actuation energy and the target actuation energy is then compensated for by actuating the friction brake. The DE 10 2017 205 209 A1 This describes a method for compensating for the low actuator dynamics of a mechanical brake in a motor vehicle. A distribution device receives a target total deceleration for the vehicle and, based on this, determines a target mechanical braking torque and signals it to the mechanical brake. The brake then uses a brake actuator to adjust the actual mechanical braking torque to match the target mechanical braking torque. The distribution device predicts the actual mechanical braking torque using a model of the brake actuator, taking into account its current operating state and a gradient of the target mechanical braking torque. Depending on the predicted actual mechanical braking torque, a compensating torque is generated by actuating a vehicle component other than the mechanical brake. This compensating torque then achieves the target total deceleration for the vehicle. However, even with these approaches, not all situations and errors can be handled optimally. The object of the present invention is to enable or support safe cooperative control or guidance of a motor vehicle by a driver and a driver assistance system. This problem is solved by the subject matter of the main claim and the dependent claims or independent claims. Further possible embodiments of the invention are disclosed in the subclaims, the description, and the figures. Features, advantages, and possible embodiments set forth in the description for one of the subject matter of the independent claims are to be regarded, at least analogously, as features, advantages, and possible embodiments of the respective subject matter of the other independent claims, as well as of any possible combination of the subject matter of the independent claims, optionally in conjunction with one or more of the dependent claims. The method according to the invention can be used for or in the control of a motor vehicle that is equipped for manual longitudinal control by a driver, i.e., for a manual operating mode, and for at least assisted or at least partially automated longitudinal control by a driver assistance system, i.e., for at least assisted or at least partially automated operating mode, which is also referred to here for simplicity as automated operating mode. In particular, a drive system of the motor vehicle can be controlled. The motor vehicle or its drive system can, for example, comprise at least one brake actuator for generating a braking torque, i.e., a decelerating or negative torque. Such a brake actuator can, in particular, be or comprise a hydraulic friction brake. Likewise, corresponding braking torques or negative drive torques can be generated by means of an electric drive motor. Likewise, the motor vehicle or its drive system can comprise the electric drive motor as a drive actuator for generating accelerating, i.e., positive drive torques. The method according to the invention can be applied automatically or continuously during operation, i.e., while the motor vehicle is in motion. In the method according to the invention, continuous monitoring is performed for a target deceleration requested by the driver assistance system, i.e., a target braking acceleration, and for the actuation of a brake control element, in particular a brake pedal of the motor vehicle. The latter can,