DE10203511A1 - Method and device for predictive driving dynamics control with regard to curve control - Google Patents

Abstract

The invention relates to a device for influencing the driving characteristics of a motor vehicle with a view to an increased vehicle security before and during a cornering manoeuvre, comprising environmental parameter determining means (10,12,13) for determining at least one parameter describing the vehicle surroundings. The device further comprises risk-assessment means (20), in which the dynamic danger of the current driving situation is determined depending at least on the parameter describing the vehicle surroundings, action-determining means (30), in which actions to increase the security of the current driving situation are determined based on the risk of the current driving situation and actuators (40,41,42,43,44,45), by means of which the actions determined to increase the security of the driving situation can be carried out. According to the invention, situation evaluation means (31) are provided by means of which the determination of the danger of the current driving situation (20) or the determination of actions to increase the security of the driving situation (30) or the carrying out of actions to increase the security of the driving conditions (40,41,42,43,44,45) are activated or deactivated depending on at least one parameter determined from environmental parameter determining means (10, 12, 13).

Description

State of the art

The invention relates to a device for Influencing the driving behavior of a motor vehicle in the Meaning of a higher driving safety before and during a Cornering according to the characteristics of the generic terms of independent claims.

• - eine Bilderkennungsvorrichtung zum Erhalten dreidimensionaler Bilddaten betreffend die Straße und die Verkehrsbedingungen vor dem Fahrzeug durch Erkennen der Straßen-Verkehrsbedingungen,
• - eine Kurvendetektiervorrichtung zum Detektieren einer Kurve basierend auf den Bilddaten, bevor das Fahrzeug in die Kurve einfährt,
• - eine Referenzgeschwindigkeitsberechnungsvorrichtung zum Berechnen einer Referenzkurvengeschwindigkeit, mit welcher Durchschnittsfahrer das Fahrzeug durch die Kurve fahren würden, und zwar basierend auf dem Krümmungsradius der Kurve und der Fahrspurbreite aufgrund der Bilddaten,
• - eine Detektiervorrichtung für die relative Kurvenschärfe zum Entscheiden, ob oder ob nicht die relative Kurvenschärfe kritisch ist, indem die Referenzkurvengeschwindigkeit mit der aktuellen Fahrgeschwindigkeit des Fahrzeuges verglichen wird,
• - sowie eine Abschätzvorrichtung für Außerkursfahrt zum Feststellen, wenn die Detektiervorrichtung die relative Kurvenschärfe der Kurve als kritisch beurteilt hat, ob oder ob nicht der Fahrer gefahrenvermeidende Maßnahmen ausgehend von Signalen eingeleitet hat, welche Verzögerungsoperationen bezeichnen, und im Falle, daß keine gefahrenvermeidenden Maßnahmen eingeleitet worden sind, zum Entscheiden, dass Außerkursfahrt möglich ist und zum Abgeben einer Warnung.

A warning system for a vehicle is known from DE 196 02 772 A1. This warning system estimates the possibility of a vehicle turning off course when cornering before the vehicle enters the curve and gives the driver a correct warning. The warning system includes

• an image recognition device for obtaining three-dimensional image data relating to the road and the traffic conditions in front of the vehicle by recognizing the road traffic conditions,
• a curve detection device for detecting a curve based on the image data before the vehicle enters the curve,
• a reference speed calculation device for calculating a reference curve speed at which average drivers would drive the vehicle through the curve, based on the radius of curvature of the curve and the lane width based on the image data,
• a detection device for the relative curve sharpness for deciding whether or not the relative curve sharpness is critical by comparing the reference curve speed with the current driving speed of the vehicle,
• - and an estimation device for out-of-course travel to determine if the detection device has assessed the relative sharpness of the curve of the curve as critical, whether or not the driver has initiated risk-avoiding measures based on signals which indicate deceleration operations, and in the event that no risk-avoiding measures have been initiated are to decide that it is possible to go outside the course and to issue a warning.

The features of the preambles of the independent claims are evident from DE 196 02 772 A1.

Advantages of the invention

• - Umfeldgrößenermittlungsmittel zur Ermittlung wenigstens einer das Fahrzeugumfeld beschreibenden Größe,
• - Gefährdungsermittlungsmittel, in denen abhängig von wenigstens der das Fahrzeugumfeld beschreibenden Größe die fahrdynamische Gefährlichkeit der vorliegenden Fahrsituation ermittelt wird,
• - Maßnahmenbestimmungsmittel, in denen abhängig von der Gefährlichkeit der vorliegenden Fahrsituation Maßnahmen zur Erhöhung der Fahrsicherheit bestimmt werden und
• - Aktormittel, durch welche die zur Erhöhung der Fahrsicherheit bestimmten Maßnahmen durchgeführt werden können,

enthält. The invention is based on a device for influencing the driving behavior of a motor vehicle in the sense of greater driving safety before and during cornering, which

• Environment size determination means for determining at least one variable describing the vehicle environment,
• - Risk determination means in which the driving dynamics of the driving situation is determined depending on at least the size describing the vehicle environment,
• - means of determining measures in which measures to increase driving safety are determined depending on the danger of the present driving situation and
• - actuator means by which the measures intended to increase driving safety can be carried out,

contains.

• - die Ermittlung der fahrdynamischen Gefährlichkeit der vorliegenden Fahrsituation und/oder
• - die Bestimmung von Maßnahmen zur Erhöhung der Fahrsicherheit und/oder
• - die Durchführung von Maßnahmen zur Erhöhung der Fahrsicherheit

aktiviert oder deaktiviert wird. The essence of the invention is that situation assessment means are available, by means of which, depending on at least one size determined by the environment size determination means

• - the determination of the driving dynamics dangerousness of the present driving situation and / or
• - the determination of measures to increase driving safety and / or
• - the implementation of measures to increase driving safety

is activated or deactivated.

The presence of the situation assessment means enables a modular and very clear structure of the device or system, as is shown, for example, in FIG. 1 (this figure will be described in detail later). The term "driving dynamics dangerousness" is understood to mean the dangerousness with respect to the present dynamic driving state of the vehicle. B. too high a speed or too high lateral acceleration.

This is an advantageous embodiment characterized by the situation assessment means despite the existence of a risk assessment tool determined driving dynamically dangerous driving situation Determination of measures to increase driving safety or the implementation of measures to increase the Driving safety can be deactivated. This deactivation takes place through the situation assessment means.

• - die durch die Umfeldgrößenermittlungsmittel ermittelten Umfeldgrößen, welche die Fahrspur beschreiben, unplausibel sind und dadurch keine Erkennung des Fahrspurverlaufs mit ausreichender Sicherheit erlauben oder
• - wenn ermittelte Indizien hinreichend stark auf einen Fahrerwunsch nach Verlassen der Fahrbahn hindeuten oder
• - wenn durch die Umfeldgrößenermittlungsmittel ein Hindernis in der Fahrspur erfaßt wird.

An advantageous embodiment of this embodiment is characterized in that the determination of measures to increase driving safety or the implementation of measures to increase driving safety is deactivated when

• - The environment variables determined by the environment size determination means, which describe the lane, are implausible and therefore do not allow detection of the lane course with sufficient certainty or
• - if the determined evidence indicates sufficiently strongly that a driver wishes to leave the lane or
• - If an obstacle in the lane is detected by the environment size determination means.

It is also advantageous if the by Hazard determination means determined driving dynamics Dangerousness of the present driving situation at least one hazard level, which is more than two can take different values, quantitative is described. This will classify the Danger in various driving dynamics Danger classes allowed.

• - eine Warninformation an den Fahrer oder
• - einer Vorbereitung des Bremssystems im Sinne einer Verringerung der Ansprechzeit oder
• - eine Beeinflussung des Zusammenhangs zwischen Lenkradwinkel und Lenkwinkel oder
• - der Aufbau eines Schwimmwinkels, d. h. einem Winkel zwischen der Fahrzeuglängsachse und der Richtung der Fahrzeuggeschwindigkeit im Schwerpunkt des Fahrzeugs oder
• - ein Einleiten eines Bremsvorgangs oder
• - eine Herabsetzung der Auslöseschwellen von Rückhaltesystemen.

A further advantage is therefore given by the fact that different measures for increasing driving safety are determined in the means of determining the measures, depending on the value of the determined degree of danger. This results in the advantageous possibility that the measures for increasing driving safety include at least two of the measures listed below, namely

• - warning information to the driver or
• - preparation of the braking system in terms of reducing the response time or
• - influencing the relationship between the steering wheel angle and steering angle or
• - The build-up of a float angle, ie an angle between the vehicle longitudinal axis and the direction of the vehicle speed in the center of gravity of the vehicle or
• - initiation of a braking process or
• - a lowering of the triggering thresholds of restraint systems.

Another advantageous embodiment of the invention is characterized in that at least two different ones Driving dynamics hazard measurements are determined, depending of their respective value different measures for Increasing driving safety through the Measure determination means are determined. This will make the Coupling of different hazard levels with different measures to increase driving safety allows.

drawing

The drawing consists of Fig. 1st

In Fig. 1 is shown in the form of a block diagram the structure of the present invention.

embodiments

• - in Block 10 werden Fahrspurgrößen ermittelt,
• - in Block 11 werden Fahrzeugbewegungsgrößen ermittelt,
• - in Block 12 werden Hindernisse auf der Fahrbahn ermittelt,
• - in Block 13 wird die Fahrzeugposition und -orientierung innerhalb der Fahrspur ermittelt und
• - in Block 14 werden Fahrzeugbedienungsgrößen ermittelt.

The basic structure of FIG. 1 is first explained. First, the following sizes are determined:

• - lane sizes are determined in block 10 ,
• - vehicle movement variables are determined in block 11 ,
• - obstacles on the road are determined in block 12 ,
• - In block 13 , the vehicle position and orientation within the lane is determined and
• - Vehicle operating variables are determined in block 14 .

The output signals of blocks 10 and 11 are fed to block 20 , which contains risk determination means. The driving dynamics of the current driving condition is determined in the hazard determination means. The concept of "driving dynamics dangerousness" underlines that only the output signals of blocks 10 and 11 enter block 20 . However, the term "driving dynamics dangerousness" does not include a possible hazard from obstacles in the lane (block 12 ).

• - Block 40 ein Fahrdynamikregelungssystem oder Radschlupfregelungssystem,
• - Block 41 ein aktives Bremssystem,
• - Block 42 ein aktives Lenksystem,
• - Block 43 wenigstens ein Warnsystem,
• - Block 44 reversible Rückhaltesysteme und
• - Block 45 irreversible Rückhaltesysteme.

The output signals from block 20 are passed on to block 30 , which contains measure planning means. The output signals from block 30 are in turn fed to the actuator blocks 40 , 41 , 42 , 43 , 44 and 45 . It contains

• Block 40, a vehicle dynamics control system or wheel slip control system,
• Block 41 an active braking system,
• Block 42 an active steering system,
• Block 43 at least one warning system,
• - Block 44 reversible restraint systems and
• - Block 45 irreversible restraint systems.

The situation assessment means 31 block and / or release at least one of the blocks 20 , 30 , 40 , 41 , 42 , 43 , 44 and 45 .

Block 31 receives its input signals from blocks 10 , 11 , 12 , 13 and 14 and controls block 30 via its output signals and optionally also blocks 20 , 40 , 41 , 42 , 43 , 44 and 45 (therefore the corresponding arrows are shown in broken lines ).

• - Das vorgeschlagene System enthält eine Einrichtung zur Erfassung von Fahrzeugbewegungsgrößen, dargestellt in Block 11. Bei diesen Fahrzeugbewegungsgrößen kann es sich beispielsweise um Raddrehzahlen, um die Gierrate vGi oder um die Querbeschleunigung ay handeln. Aus diesen Größen wird die Längsgeschwindigkeit vx ermittelt, sofern sie nicht unmittelbar erfaßt wird.

The mode of operation of the invention will now be described in detail below with reference to various embodiments.

• The proposed system contains a device for recording vehicle movement variables, shown in block 11 . These vehicle movement variables can be wheel speeds, yaw rate vGi or lateral acceleration ay, for example. The longitudinal velocity vx is determined from these variables, unless it is recorded directly.

• - Dies sind unter anderem die Fahrspurgrößen, welche in Block 10 erfaßt werden. Bei den Fahrspurgrößen handelt es sich beispielsweise um die Breite der Fahrbahn, um den Fahrbahnkrümmungsradius rho, um die Änderung des Krümmungsradius (als rho^' bezeichnet) oder um die Existenz von Nebenfahrspuren.
• - In Block 13 wird die Fahrzeugposition innerhalb der Fahrspur sowie die Fahrzeugorientierung relativ zur Fahrspur erfaßt. Darunter versteht man beispielsweise die seitliche Ablage des Fahrzeuges in der Fahrspur (d. h. der Querversatz des Fahrzeuges aus der Fahrspurmitte heraus) oder die Erfassung des Winkels zwischen der Fahrspurtangente und der Fahrzeuglängsachse.
• - In Block 12 werden Hindernisse auf der Fahrspur erfaßt. Bei den Hindernissen kann es sich beispielsweise um andere Fahrzeug handeln. Bezüglich dieser Hindernisse werden Größen wie der Längsabstand, die Querablage des Fahrzeugs relativ zum Hindernis oder die Relativgeschwindigkeit zwischen Fahrzeug und Hindernis erfasst.

The system also includes a vehicle-autonomous device for recording driving environment sizes.

• - These include the lane sizes, which are recorded in block 10 . The lane sizes are, for example, the width of the lane, the lane radius of curvature rho, the change in the radius of curvature (referred to as rho ^' ) or the existence of secondary lanes.
• - In block 13 , the vehicle position within the lane and the vehicle orientation relative to the lane are recorded. This means, for example, the lateral placement of the vehicle in the lane (ie the transverse offset of the vehicle from the center of the lane) or the detection of the angle between the lane tangent and the longitudinal axis of the vehicle.
• - In block 12 , obstacles in the lane are detected. The obstacles can be other vehicles, for example. With regard to these obstacles, variables such as the longitudinal distance, the lateral placement of the vehicle relative to the obstacle or the relative speed between the vehicle and the obstacle are recorded.

The lane sizes, the obstacles and the vehicle position within the lane are, for example, by video sensor and downstream evaluation unit.

• - In Block 14 werden die Fahrzeugbedienungsgrößen erfaßt. Dabei geht es vor allem um die Ermittlung, ob ein Fahrerwunsch nach einem Verlassen der Fahrspur vorliegt.

In addition to the video sensor, a radar sensor can also be used to detect obstacles. The data from both sensors are then merged using sensor data fusion.

• - In block 14 , the vehicle operating parameters are recorded. The main concern is to determine whether there is a driver request to leave the lane.

After reading in and processing the signals, a hazard measure is first calculated in block 20 , which can consist of one value D or of several values D_k (k = 1,..., K). This hazard level describes the driving dynamics of the driving situation at hand. Driving situations that are dangerous in terms of driving dynamics are, for example, entering a curve too quickly or a vehicle spinning. For example, the presence of an obstacle on the road is not described as "dangerous in terms of driving dynamics" (but of course still dangerous!).

The output signals from block 10 (these are the lane sizes) and from block 11 (these are the vehicle movement sizes) serve as input signals in block 20 . In the simplest case, a maximum permissible longitudinal speed vx_max is calculated as a parameter on the basis of the detected radius of curvature rho of the lane and the permissible lateral acceleration ay_max. This can be done, for example, according to the following formula:

vx_max = sqrt (ay_max.rho),

sqrt means the square root. The calculation of vx_max thus enables the calculation of a hazard measure. This results, for example, from the relative difference between the current longitudinal speed vx and vx_max:

D = (vx - vx_max) / vx_max.

Depending on the situation, more complex definitions are also conceivable. If, in addition to the radius of curvature rho, its gradient rho 'is also detected, this can be used to improve the prediction of vx_max. This enables a more extensive determination of the radius of curvature rho (the additional spatial prediction distance is L). This happens according to the relationship

rho1 = rho + L.rho '.

Where L is the (possibly speed-dependent) additional prediction distance. With the given formula are the first two terms of a Taylor Series expansion. Rho 'is that Differential radius of curvature divided by that Differential arc length. With the concept of "Arc length" is along the arc length, for example the median strip of the carriageway. The calculation of the Gradient rho 'also enables the calculation of a Gradients vx_max 'and thus the assignment of different ones Maximum speeds to different curve areas.

Instead of one hazard measure, the use of several hazard measures is also conceivable. The calculation of several hazard measures can be advantageous if several measures are to be triggered. Continuing the simple example, e.g. B. from a parameter set of maximum permissible lateral accelerations ay_max_k, (k = 1,..., K) a set of permissible longitudinal velocities vx_max_k can be determined, and from this a set of hazard measures D_k. The hazard levels are not necessarily sorted by size. The following illustrative example should be given here:
An average driver hardly intentionally exceeds a lateral acceleration of 5 m / sec ² . A transverse acceleration of, for example, 6 m / sec ² can therefore be assigned to a first hazard measure. If the first hazard dimension D_1 calculated with this lateral acceleration is exceeded, warning measures are triggered, for example (e.g. a warning is given to the driver). For example, the lateral acceleration 7 m / sec ^{2 can be} assigned to a second hazard measure. If the driver now exceeds the second hazard dimension D_2 calculated with this lateral acceleration, stronger measures, for example a braking operation, are triggered.

The system also contains a situation evaluation in block 31 (situation evaluation means), which decides on the basis of the detected signals whether interventions in the vehicle movement or other measures are released or not.

Interventions are z. B. released if a curve with a sufficiently strong curvature was recognized:

| Rho | <| rho_ limit |.

Here rho_ limit is a maximum radius of curvature.

• 1. die Fahrspurerfassung unplausible Daten liefert,
• 2. die Fahrspurerfassung den Verlauf der Fahrbahnränder mit geringer Güte erfasst,
• 3. unklar ist, ob der Fahrer der Kurve folgen möchte (z. B. weil die Fahrzeugposition und -orientierung relativ zum Fahrspurverlauf einen Wunsch nach Verlassen einer Fahrspur aufzeigen oder weil ein Fahrtrichtungsanzeiger gesetzt wurde) oder
• 4. weil ein Hindernis in der Fahrspur erfaßt wurde.

Interventions are z. B. locked if

• 1. the lane detection provides implausible data,
• 2. the lane detection detects the course of the road edges with low quality,
• 3. It is unclear whether the driver wants to follow the curve (e.g. because the vehicle position and orientation relative to the lane course indicate a desire to leave a lane or because a direction indicator has been set) or
• 4. because an obstacle has been detected in the lane.

The system also contains a device for planning measures (measure determination means, block 30 ), which triggers measures based on the degree of danger (calculated in block 20 ) and the release sizes (calculated in block 31 ).

• - Ein Fahrer fährt zu schnell in eine Kurve, es besteht die Gefahr, dass das Fahrzeug nach außen von der Fahrbahn ab kommt.
• - Diese Gefahr wird von den Gefährdungsermittlungsmitteln 20 erkannt. Die vorliegende Situation wird als fahrdynamisch gefährlich eingestuft.
• - Zugleich wird jedoch durch Block 12 ein Hindernis auf der Fahrspur erkannt.
• - Deshalb ist es nicht sinnvoll, durch die Maßnahmenplanungsmittel 30 zwangsweise Maßnahmen zur Spurhaltung zu planen und diese dann durch die Aktormittel (40, 41, 42) durchzusetzen.
• - In diesem Fall wird durch die Situationsbewertungsmittel 31 die Maßnahmenplanung in den Maßnahmenplanungsmitteln 30 untersagt und damit keine zwangsweise Spurhaltung aktiviert. Dies hängt damit zusammen, dass in diesem Fall das Abkommen von der Fahrbahn als das kleinere Übel gegenüber dem Aufprall auf das Hindernis erscheint.

The sensible interplay of risk assessment (block 20 ) and situation assessment (block 31 ) is shown using the following example:

• - A driver drives into a curve too quickly, there is a risk that the vehicle will come out of the road outside.
• - This danger is recognized by the risk determination means 20 . The present situation is classified as dangerous in terms of driving dynamics.
• - At the same time, block 12 detects an obstacle in the lane.
• - It is therefore not sensible to use the measures planning means 30 to plan for tracking measures and then to implement them using the actuator means ( 40 , 41 , 42 ).
• In this case, the situation evaluation means 31 prohibits the measure planning in the measure planning means 30 and thus does not necessarily activate tracking. This is due to the fact that in this case the agreement off the road surface appears as the lesser evil compared to the impact with the obstacle.

Depending on the value or a first value of the Hazard level and the release is a driver warning carried out. This driver warning can be visual, acoustic or by a brief warning brake.

• 1. Zur Verringerung der Ansprechzeit der Bremsanlage können vorbereitende Maßnahmen an der Bremsanlage getroffen werden. Eine Scheibenbremse kann beispielsweise in unmittelbare Bremsbereitschaft versetzt werden, indem die Bremsbeläge durch Vorbefüllung der Radbremszylinder an die Bremsscheibe angelegt werden (Verringerung des Lüftspiels).
• 2. Zur Unterstützung der Fahrerreaktion besteht außerdem die Möglichkeit, die Ansprechschwellen eines Bremsassistenten so zu verringern, dass schon bei moderater Betätigung des Bremspedals eine Vollbremsung ausgelöst wird.
• 3. Außerdem ist denkbar, dass zusätzlich zur Veränderung der Ansprechschwellen auch der vom Bremsassistenten erzeugte Vordruck so eingestellt wird, dass das Fahrzeug bei Kurveneintritt automatisch auf vx_max verzögert wird.

Depending on the value or a further value of the hazard level and the release, predictive measures are initiated on the brake system to support the driver in decelerating the vehicle:

• 1. Preparatory measures can be taken on the brake system to reduce the response time of the brake system. For example, a disc brake can be put into immediate braking readiness by applying the brake pads to the brake disc by pre-filling the wheel brake cylinders (reducing the clearance).
• 2. To support the driver's reaction, there is also the option of reducing the response thresholds of a brake assistant so that full braking is triggered even when the brake pedal is operated moderately.
• 3. It is also conceivable that, in addition to changing the response thresholds, the pre-pressure generated by the brake assist is also set so that the vehicle is automatically decelerated to vx_max when entering a curve.

Depending on the value or another value of the Hazard level and the release is a Vehicle dynamics control system (e.g. ESP = "electronic stability program ", FDR =" Driving dynamics control ") or on Compound system for vehicle motion control with several Chassis parameters re-parameterized so that the yaw reaction of the vehicle improved on the driver's steering wheel actuation and stability during cornering is increased.

• - Dies erfolgt z. B. durch Einstellung einer direkteren Lenkübersetzung, so dass bei gleichem Lenkradwinkel ein größerer Radlenkwinkel (am Vorderrad) entsteht.
• - Dies kann auch durch die Addition eines Zusatzlenkwinkels (= Lenkvorhalt, dieser ist beispielsweise proportional zur Lenkradwinkelgeschwindigkeit) erfolgen, so dass der Radlenkwinkel (am Vorderrad) dem Lenkradwinkel voreilt, sobald der Fahrer zu lenken beginnt.

If the vehicle has an active steering system with the option of modifying the steering angle, the parameters of the active steering are modified depending on the value or a further value of the hazard measure and the release in order to better respond to the yaw movement of the vehicle to the steering activity of the driver to reach.

• - This is done for. B. by setting a more direct steering ratio, so that with the same steering wheel angle, a larger wheel steering angle (on the front wheel) is created.
• - This can also be done by adding an additional steering angle (= steering lead, this is, for example, proportional to the steering wheel angular speed), so that the wheel steering angle (on the front wheel) leads the steering wheel angle as soon as the driver begins to steer.

• - Bei Fahrzeugen mit aktiver Lenkanlage kann der Schwimmwinkel durch einen kurzen Radlenkwinkelimpuls unmittelbar vor der Einfahrt in die Kurve erzeugt werden.
• - Auch ein radselektiver Bremseingriff kann zur Erzeugung eines Schwimmwinkels verwendet werden. Dabei wird das Fahrzeug zugleich verzögert, was sich fast immer bei einer kritischen Situation als günstig erweist.

Depending on the value or a further value of the hazard level and the release, anticipatory measures are initiated to build up a swimming angle so that the cornering forces on the wheels build up early:

• - In vehicles with an active steering system, the swimming angle can be generated by a short wheel steering angle pulse immediately before entering the curve.
• - A wheel-selective brake intervention can also be used to generate a float angle. At the same time, the vehicle is decelerated, which almost always proves to be favorable in a critical situation.

Depending on the value or another value of the Hazard level and approval, the vehicle becomes Avoiding a critical situation in terms of driving dynamics automatic braking intervention on all wheels is delayed.

Depending on the value or another value of the The degree of risk and the release are the Triggering thresholds of irreversible restraint systems (e.g. Airbags) changed.

Depending on the value or another value of the The degree of risk and the release become reversible Restraint systems (e.g. belt tensioners) triggered.

• - Warnung des Fahrers und/oder
• - Vorbereitung der Bremsanlage (Verringerung der Ansprechzeit der Bremse) und/oder
• - Verbesserung des Gieransprechverhaltens durch Veränderung der Parameter einer aktiven Lenkanlage (z. B. Veränderung der Lenkübersetzung) und/oder
• - Eingriffe in die Fahrzeugbewegung zur Einleitung einer Gierbewegung und/oder
• - Eingriffe in die Fahrzeugbewegung zur Fahrzeugverzögerung und/oder
• - Vorkonditionierung irreversibler Rückhaltesysteme und/oder
• - Auslösung reversibler Rückhaltesysteme.

The proposed method thus increases traffic safety when cornering too quickly

• - Driver warning and / or
• - Preparation of the brake system (reduction of the response time of the brake) and / or
• - Improvement of the yaw response behavior by changing the parameters of an active steering system (e.g. changing the steering ratio) and / or
• - Interventions in the vehicle movement to initiate a yaw movement and / or
• - Interventions in the vehicle movement for vehicle deceleration and / or
• - preconditioning of irreversible restraint systems and / or
• - Activation of reversible restraint systems.

The process works autonomously, it works neither on digital map and location systems nor on street-side facilities (reflectors, transmitters). The method is therefore also suitable for use in a road infrastructure poorly developed area suitable.

Claims (8)

1. Device for influencing the driving behavior of a motor vehicle in the sense of greater driving safety before and during cornering, which
Environment size determination means ( 10 , 12 , 13 ) for determining at least one variable describing the vehicle environment,
Hazard determination means ( 20 ) in which the driving dynamics of the present driving situation is determined depending on at least the size describing the vehicle environment,
Measures determining means ( 30 ), in which measures to increase driving safety are determined depending on the driving dynamics of the present driving situation and
Contains actuator means ( 40 , 41 , 42 , 43 , 44 , 45 ), by means of which the measures intended to increase driving safety can be carried out, characterized in that situation assessment means ( 31 ) are available, by means of which at least one is determined by the environment size determination means ( 10 , 12 , 13 ) determined size
the determination of the driving dynamics dangerousness of the present driving situation ( 20 ) or
the determination of measures to increase driving safety ( 30 ) or
the implementation of measures to increase driving safety ( 40 , 41 , 42 , 43 , 44 , 45 ) is activated or deactivated ( 100 ). 2. Device according to claim 1, characterized in that the situation assessment means ( 31 ) deactivates the determination of measures for increasing driving safety or the implementation of measures for increasing driving safety despite the presence of a driving situation determined by the hazard determining means ( 20 ) as driving dynamically dangerous. 100 ) can be. 3. Device according to claim 1, characterized in that the determination of measures to increase driving safety ( 30 ) or the implementation of measures to increase driving safety ( 40 , 41 , 42 , 43 , 44 , 45 ) is deactivated when
the environment variables determined by the environment size determination means, which describe the lane ( 10 ), are implausible and therefore do not allow detection of the lane course with sufficient certainty or
if there is sufficient evidence to indicate that the driver wants to leave the lane ( 11 , 12 , 13 , 14 ) or
if an obstacle in the lane is detected by the environment size determination means ( 12 ). 4. The device according to claim 1, characterized in that the hazard of the present driving situation determined by the hazard determination means ( 20 ) is described quantitatively by at least one hazard measure (D) which can take more than two different values. 5. The device according to claim 4, characterized in that in the measure determination means ( 30 ), depending on the value of the determined degree of danger (D), different measures to increase driving safety are determined. 6. The device according to claim 5, characterized in that the measures to increase driving safety include at least two of the measures listed below, namely
warning information to the driver ( 43 ) or
a preparation of the braking system ( 41 ) in the sense of a reduction in the response time or
influencing the relationship between steering wheel angle and steering angle ( 42 ) or
the formation of a floating angle, ie an angle between the vehicle longitudinal axis and the direction of the vehicle speed in the center of gravity of the vehicle ( 40 ) or
initiating a braking process ( 41 ) or
a lowering of the triggering thresholds of restraint systems ( 44 , 45 ). 7. The device according to claim 4, characterized in that at least two different hazard measures (D_1, D_2) are determined, depending on their respective value, different measures for increasing driving safety are determined by the measure determining means ( 30 ). 8. A method for influencing the driving behavior of a motor vehicle in the sense of greater driving safety before and during cornering, in which
at least one variable describing the vehicle surroundings is determined ( 10 , 12 , 13 ),
depending on at least the size ( 10 , 12 , 13 ) describing the vehicle environment, the driving dynamics danger of the present driving situation is determined ( 20 ),
Depending on the driving dynamics of the driving situation, measures to increase driving safety are determined ( 30 ) and
the measures intended to increase driving safety can be carried out ( 40 , 41 , 42 , 43 , 44 , 45 ),
characterized in that
the determination of the driving dynamics dangerousness of the present driving situation ( 20 ) or
the determination of measures to increase driving safety ( 30 ) or
the implementation of measures to increase driving safety ( 40 , 41 , 42 , 43 , 44 , 45 )
can be activated or deactivated ( 100 ) depending on at least one variable ( 10 , 12 , 13 ) describing the vehicle environment.