# US 11,897,494 B2 · Method and a device for generating a dynamic speed profile of a motor vehicle > Agents: this data is available as JSON from the patentgrep API and MCP server — see https://patentgrep.com/llms.txt - Number: US 11,897,494 B2 - Document ID: US11897494B2 - Status: Granted - Kind: B2 - Application number: 16/650,926 - Filed: 2018-09-26 - Published: 2020-11-05 - Granted: 2024-02-13 - Earliest claimed: 2017-09-26 - Assignees: AVL List GmbH - Applicants: Avl List GmbH - Inventors: Tobias Düser; Sascha Bauer - Web page: https://patentgrep.com/patent/US11897494B2 ## CPC - B60W 50/14: Means for informing the driver, warning the driver or prompting a driver intervention - G08G 1/052: with provision for determining speed or overspeed {(speed measuring in general G01P)} - B60W 30/143: {Speed control (B60W30/16 takes precedence)} - B60W 30/18072: {Coasting} - B60W 50/0097: {Predicting future conditions} - G01C 21/3407: {specially adapted for specific applications} - B60W 2510/0666: Engine power - B60W 2510/1005: Transmission ratio engaged - B60W 2540/043: Identity of occupants - B60W 2552/30: Road curve radius - B60W 2720/103: Speed profile - B60W 2720/106: Longitudinal acceleration - B60W: CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT - G08G: TRAFFIC CONTROL SYSTEMS (guiding railway traffic, ensuring the safety of railway traffic B61L; arrangement of road signs or traffic signals E01F9/00; radar or analogous systems, sonar systems, lidar systems specially adapted for traffic control G01S13/91, G01S15/88, G01S17/88; {radar or analogous systems, sonar systems, lidar systems specially adapted for anti-collision purposes G01S13/93, G01S15/93, G01S17/93}) - G01C: MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY (measuring liquid level G01F; radio navigation, determining distance or velocity by use of propagation effects, e.g. Doppler effects, propagation time, of radio waves, analogous arrangements using other waves G01S) ## Abstract The invention relates to a method for generating a dynamic speed profile of a motor vehicle which is suitable for simulating in particular actual vehicle operation on a route, comprising the following procedural steps: determining a route-based static speed profile for the route resolved into route segments based on information from a digital map; determining a route-based dynamized speed profile on the basis of the route-based static speed profile which factors in a defined maximum target deceleration to reach mandatory speed minima of the speed profile; determining a time-based dynamic speed profile resolved into time increments on the basis of the route-based dynamized speed profile, wherein an applied acceleration is determined in each time increment based on the speed dictated by the speed profile in a route segment corresponding to the respective time increment and the applied speed in the time increment; and outputting the time-based dynamic speed profile. ## Claims ### Claim 1 A method for generating a dynamic speed profile of a motor vehicle for simulating vehicle operation on a test bench and/or on a test computer in a model-based manner, the method comprising: determining a route-based static speed profile for a route resolved into route segments based on information from a digital map, wherein speeds of the route-based static speed profile correspond to respective maximum speed values granted by a driver or by a legal speed limit; determining a route-based dynamized speed profile on the basis of the route-based static speed profile, wherein the route-based dynamized speed profile factors in a defined target deceleration to reach speed minima of the route-based static speed profile; determining the dynamic speed profile, resolved into time increments, on the basis of the route-based dynamized speed profile, wherein a speed of the dynamic speed profile is calculated time increment by time increment from a starting point of the route from an applied acceleration determined in each preceding time increment, wherein the applied acceleration is determined based on a speed dictated by the route-based dynamized speed profile in a route segment corresponding to the respective preceding time increment and an applied speed in the respective preceding time increment; and controlling the speed of the motor vehicle during the simulated vehicle operation on the test bench and/or on the test computer in the model-based manner based on the dynamic speed profile, wherein the amount of an acceleration value difference in one time increment of the time increments to an acceleration value in a preceding time increment of the time increments is less than a threshold value, wherein the threshold value is determined as a function of the driving physics, the motor vehicle, and/or a driver. ### Claim 2 (depends on 1) The method according to claim 1, wherein after one traffic signal, further traffic signals in a defined area are not taken into account when determining the route-based static speed profile. ### Claim 3 (depends on 1) The method according to claim 1, wherein a maximum speed for the route-based static speed profile is driver-specific. ### Claim 4 (depends on 1) The method according to claim 1, wherein upon the occurrence of speed jumps in the route-based static speed profile, ensuing from a speed minimum, applied speeds in the preceding route segments are determined for the route-based dynamized speed profile based on a respective speed applied in a following segment and a defined standard target deceleration until an applied speed in one route segment of the preceding route segments reaches the value of the route-based static speed profile in said route segment. ### Claim 5 (depends on 4) The method according to claim 4, wherein the standard target deceleration lies between a maximum target deceleration and a coasting deceleration defined by a coasting behavior of the motor vehicle. ### Claim 6 (depends on 1) The method according to claim 1, further comprising: determining a coasting speed profile which factors in a target deceleration defined by a coasting behavior of the motor vehicle in order to reach the speed minima of the route-based static speed profile. ### Claim 7 (depends on 1) The method according to claim 1, wherein upon the occurrence of speed jumps in the route-based static speed profile, ensuing from a speed minimum, applied speeds in the preceding route segments are determined for the route-based dynamized speed profile based on a respective speed applied in a following route segment and the target deceleration defined by a coasting behavior of the motor vehicle until a speed applied in one route segment of the preceding route segments reaches the value of the route-based static speed profile in said route segment. ### Claim 8 (depends on 4) The method according to claim 4, wherein a progression of the route-based dynamized speed profile is determined on a driver-specific basis between a progression determined by means of the standard target deceleration and a progression determined by means of a coasting behavior of the motor vehicle. ### Claim 9 (depends on 1) The method according to claim 1, wherein the acceleration for the dynamic speed profile in one time increment of the time increments is set to a defined acceleration value or a defined deceleration value when an applied speed is lower or higher than the value of the route-based dynamized speed profile at the route segment corresponding to said time increment. ### Claim 10 (depends on 9) The method according to claim 9, wherein the defined acceleration value depends on performance characteristics of the motor vehicle. ### Claim 11 (depends on 9) The method according to claim 9, wherein the defined acceleration value is reduced to an equalizing acceleration dependent on the applied speed in the respective time increment within a tolerance range around the route-based dynamized speed profile. ### Claim 12 (depends on 1) The method according to claim 1, wherein a maximum target acceleration is driver-specific. ### Claim 13 (depends on 1) The method according to claim 1, wherein a shifting logic of the motor vehicle is taken into account for the dynamic speed profile, wherein the shifting logic provides for an upshifting upon the engine reaching a maximum rotational speed and a downshifting at a minimum engine rotational speed, and wherein with a manual transmission vehicle a defined shift delay is further factored in. ### Claim 14 (depends on 13) The method according to claim 13, wherein the dynamic speed profile is determined on the basis of a target deceleration defined by a coasting behavior of the motor vehicle during the shift delay. ### Claim 15 (depends on 1) The method according to claim 1, further comprising: checking whether there is a jump in speed in the route-based static speed profile or the route-based dynamized speed profile in a first upcoming route section representing a first predefined time period in relation to a first respective time increment of the time increments, wherein upon a speed jump being ascertained, a target deceleration defined by a coasting behavior of the motor vehicle is selected as a defined deceleration value, and wherein upon an applied speed in a time increment and/or a corresponding route segment reaching a value of the route-based static speed profile or the route-based dynamized speed profile, a defined standard target deceleration is selected as the defined deceleration value. ### Claim 16 (depends on 15) The method according to claim 15, further comprising: checking whether there is a speed jump in the route-based static speed profile and/or the route-based dynamized speed profile in a second upcoming route section representing a second predefined period of time in relation to a second respective time increment of the time increments, wherein upon a jump in speed being determined, “zero” is selected as the defined deceleration value, and wherein the second predefined time period is prior to the first predefined time period. ### Claim 17 (depends on 1) The method according to claim 1, wherein each curve of the route is assigned a maximum cornering speed for the route-based static speed profile or the route-based dynamized speed profile on the basis of the following parameters: a respective curve radius; a respective curvature; a driver-specific parameter; and a maximum lateral acceleration. ### Claim 18 (depends on 1) The method according to claim 1, wherein map points are read in from the digital map for the route-based static speed profile and/or generated on the basis of the information from the digital map. ### Claim 19 (depends on 18) The method according to claim 18, wherein a distance between the map points is established to determine a curve radius of the route-based static speed profile as a function of an angle between a straight line through a first and a second map point read from the digital map and another straight line through the second and a third map point read from the digital map, wherein generated map points with a smaller distance and map points with a larger distance are selected for larger angles. ### Claim 20 (depends on 19) The method according to claim 19, further comprising: linking the selected map points to a trajectory of the motor vehicle for simulation. ### Claim 21 (depends on 1) The method according to claim 1, wherein the dynamic speed profile is output as a time-based dynamic speed profile. ### Claim 22 (depends on 1) The method according to claim 1, wherein an output route-based dynamic speed profile resolved into route segments is determined on the basis of the dynamic speed profile resolved into time increments. ### Claim 23 (depends on 1) The method according to claim 1, wherein the method is used for analyzing at least one component of the motor vehicle, wherein the at least one component of the motor vehicle is subjected to a real or simulated test operation on the basis of the dynamic speed profile. ### Claim 24 (depends on 1) The method according to claim 1, wherein the method is used for guiding the motor vehicle by means of a driver assistance system, wherein target speeds for guiding the motor vehicle by means of the driver assistance system are determined in the dynamic speed profile. ### Claim 25 (depends on 23) The method according to claim 23, wherein the route-based dynamized speed profile is determined on the basis of the route-based static speed profile, wherein the defined target deceleration is factored in to reach the speed minima of the route-based static speed profile. ### Claim 26 (depends on 23) The method according to claim 23, wherein the dynamic speed profile and/or the route-based dynamized speed profile and/or the route-based static speed profile depend(s) on one or more parameters. ### Claim 27 (depends on 26) The method according to claim 26, wherein the one or more parameters are varied in order to analyze the at least one component of the motor vehicle. ### Claim 28 (depends on 1) A computer program containing commands for realizing the steps of the method according to claim 1, wherein the computer program is stored on a non-transitory computer readable medium, and wherein the computer program is capable of being executed by a computer. ### Claim 29 An apparatus for generating a dynamic speed profile of a motor vehicle which is suitable for simulating vehicle operation on a on a test computer in a model-based manner, comprising: a processor, the processor configured for: determining a route-based static speed profile for a route resolved into route segments based on information from a digital map, wherein the route-based static speed profile is raw data determined in the digital map on the basis of the route, and wherein the route is previously traveled by a motor vehicle or is established by a user using the digital map; determining a route-based dynamized speed profile on the basis of the route-based static speed profile, wherein the route-based dynamized speed profile factors in a defined maximum target deceleration to reach speed minima of the route-based static speed profile to achieve a steady progression of a speed in the route-based dynamized speed profile based on the raw data of the route-based static speed profile; determining the dynamic speed profile, resolved into time increments, on the basis of the route-based dynamized speed profile, wherein a speed of the dynamic speed profile is calculated time increment by time increment from a starting point of the route from an applied acceleration determined in each preceding time increment, wherein the applied acceleration is determined based on a speed dictated by the route-based dynamized speed profile in a route segment corresponding to the respective preceding time increment and an applied speed in the respective preceding time increment; and controlling the speed of the motor vehicle during the simulated vehicle operation on the test computer in the model-based manner based on the dynamic speed profile, wherein the amount of an acceleration value difference in one time increment of the time increments to an acceleration value in a preceding time increment of the time increments is less than a threshold value, wherein the threshold value is determined as a function of the driving physics, the motor vehicle, and/or a driver. ### Claim 30 A method for generating a dynamic speed profile of a motor vehicle which is suitable for simulating vehicle operation on a test bench, comprising: determining a route-based static speed profile for a route resolved into route segments based on information from a digital map; determining a route-based dynamized speed profile on the basis of the route-based static speed profile, wherein the route-based dynamized speed profile factors in a defined target deceleration to reach speed minima of the route-based static speed profile; determining the dynamic speed profile, resolved into time increments, on the basis of the route-based dynamized speed profile, wherein a speed of the dynamic speed profile is calculated time increment by time increment from a starting point of the route from an applied acceleration is determined in each preceding time increment, wherein the applied acceleration is determined based on a speed dictated by the route-based dynamized speed profile in a route segment corresponding to the respective preceding time increment and an applied speed in the respective preceding time increment; and running the dynamic speed profile on the test bench, wherein each curve of the route is assigned a maximum cornering speed for the route-based static speed profile or the route-based dynamized speed profile on the basis of the following parameters: a respective curve radius; a respective curvature; a driver-specific parameter; and a maximum lateral acceleration.