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WO2005025917A1 - Driver assistance system - Google Patents

Driver assistance system Download PDF

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Publication number
WO2005025917A1
WO2005025917A1 PCT/DE2004/001617 DE2004001617W WO2005025917A1 WO 2005025917 A1 WO2005025917 A1 WO 2005025917A1 DE 2004001617 W DE2004001617 W DE 2004001617W WO 2005025917 A1 WO2005025917 A1 WO 2005025917A1
Authority
WO
WIPO (PCT)
Prior art keywords
assistance system
driver assistance
signal
road
curve
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/DE2004/001617
Other languages
German (de)
French (fr)
Inventor
Frank Mack
Alfred Kuttenberger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of WO2005025917A1 publication Critical patent/WO2005025917A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/0066—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator responsive to vehicle path curvature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
    • B60K31/12—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including a device responsive to centrifugal force
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/02—Control of vehicle driving stability
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18145—Cornering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/24—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted
    • B62D1/28—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted non-mechanical, e.g. following a line or other known markers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • B62D15/0265—Automatic obstacle avoidance by steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/029—Steering assistants using warnings or proposing actions to the driver without influencing the steering system
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01C—MEASURING DISTANCES, LEVELS OR BEARINGS; SURVEYING; NAVIGATION; GYROSCOPIC INSTRUMENTS; PHOTOGRAMMETRY OR VIDEOGRAMMETRY
    • G01C21/00—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00
    • G01C21/26—Navigation; Navigational instruments not provided for in groups G01C1/00 - G01C19/00 specially adapted for navigation in a road network
    • G01C21/34—Route searching; Route guidance
    • G01C21/36—Input/output arrangements for on-board computers
    • G01C21/3697—Output of additional, non-guidance related information, e.g. low fuel level
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R2021/01313—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over monitoring the vehicle steering system or the dynamic control system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R21/0134—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over responsive to imminent contact with an obstacle, e.g. using radar systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/143—Alarm means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data

Definitions

  • the invention is based on a driver assistance system according to the category of the independent claim.
  • a driver assistance system with a tSTavigation device is already known from EP 586 626 B1.
  • Signals from the navigation device can be used to influence actuators of the vehicle. This includes, for example, an electronic accelerator pedal or an automatic transmission or a braking device of the vehicle.
  • driver assistance system according to the invention with the features of the independent patent claim has the advantage that, in addition to the signal
  • the navigation device now also uses the signal from an environment sensor system to generate a first signal that identifies a danger due to the course of the road. Interventions or outputs can then be carried out with this first signal. This leads to greater safety, since the driver assistance system actively supports the driver, especially when cornering.
  • Interventions or outputs can then be carried out with this first signal. This leads to greater safety, since the driver assistance system actively supports the driver, especially when cornering.
  • the driver assistance system can be implemented by software, provided the necessary components, such as a navigation device and an environment sensor system, are already present.
  • the driver assistance system can activate a multi-level safety system, especially when cornering: First, the driver can be warned of the danger of straying from the road in a curve become. Then the preparation of the vehicle for a possible coming off the road from the road, for example by applying brake shoes, closing the windows and the sunroof, as well as the activation of reversible restraint devices, such as belt tensioners, can take place. It is also possible to reduce the speed by reducing the engine power or to perform a brake intervention.
  • the driver assistance system issues a warning depending on the signal that characterizes the danger.
  • This warning can be given acoustically, optically and / or haptically.
  • the driver can then independently carry out the necessary interventions to avoid getting off the road in a curve.
  • a driving intervention is carried out, for example braking or reducing the engine output.
  • restraining means are activated as a function of this signal.
  • reversible restraint devices can already be activated, and irreversible restraint devices, such as airbags, can also be switched to a preparation state so that they can then be triggered as precisely as possible. This includes, for example, lowering the noise threshold in the airbag deployment algorithm.
  • a signal from an environmental sensor system is also taken into account when generating the signal characterizing the danger.
  • the driver assistance system uses the environment sensors to observe road markings such as guide posts in order to determine a curve radius therefrom.
  • the expected lateral acceleration in the curve can then be determined from the curve radius and the own speed in order to determine the danger therefrom.
  • it can be used to determine whether the vehicle loses grip in the curve and the driving state could thus become unstable.
  • an adhesion limit is known that is approximately equal to the acceleration due to gravity when the road is dry. If there is a risk of losing grip in the curve, the driver assistance system can reduce the vehicle's own speed in front of the curve in order to ensure vehicle stability.
  • the information from the environmental sensors can be taken into account here in order to adapt the adhesion limit.
  • the distance to the roadside can be determined using the environment sensors in the NalY area. This date can also be used to increase vehicle safety and to initiate appropriate measures.
  • FIG. 1 shows a block diagram of the driver assistance system
  • FIG. 2 is a flowchart
  • Figure 3 is an illustration for explaining how the curve radius is determined.
  • the GPS system recognizes curves and, if it is available in the navigation database, also the curve radius. If the radius of the curve cannot be determined from the navigation data, the radius of the curve can be determined using the environment sensors.
  • the environment sensors use, for example, road markings such as guide posts that have different positions on bends. A lurve can be placed through the positions of the guide posts, the curvature of this curve being equal to the inverse of the plane radius.
  • the curve radius can be determined directly from the image, for example by determining the edge of the road.
  • the lateral acceleration to be expected in the curve can be determined from the path radius and the airspeed. If this is close to the adhesion limit, which is approximately the same as the acceleration due to gravity, or even above it, it can be predicted that the vehicle will lose grip in the curve and the driving condition will become unstable. So it is necessary to reduce the airspeed in front of the curve. This is where the driver assistance system comes into play. By including the outside temperature, the information from a rain sensor or information about the road condition, it can be concluded that the adhesion limit has been reduced due to environmental conditions, so that the safety system can be activated earlier in the event of rain, snow or ice. Under
  • Safety system is understood here as an intervention in the driving behavior or the activation of restraint devices.
  • the distance to the roadside can also be determined in the close range.
  • more information like airspeed, Road condition, outside temperature and rain sensor can be determined from whether the vehicle can take the curve safely or is very likely to get off the curve. If the agreement from the road is likely, the driver assistance system can initiate the safety measures.
  • FIG. 1 shows the driver assistance system in a block diagram.
  • An environmental sensor system 10 is connected to a first data input of a control device 13.
  • a navigation device 11 is connected to a second data input of the control device 13.
  • An environmental sensor system 12 is connected to a third data input of the control device 13.
  • the control unit is via a first data output
  • control unit 13 connected to a control device 14 for restraint means.
  • the control unit 13 is connected to a control unit 18 for driving dynamics control via a second data output.
  • the control device 13 is connected via a further output to an audio amplifier 16, which is connected to a loudspeaker 17.
  • the control device 14 for restraint means controls restraint means 15.
  • the control unit 18 for driving dynamics control is connected via a data output to an actuator system for driving intervention 19.
  • the environment sensor system 10 which can include a radar, ultrasound and / or video sensor system, supplies data about the road behavior and obstacles to the control device 13.
  • the control device 13 In addition to the usual devices for environment sensor technology mentioned above, however, it is also possible to use lidar, laser scanner, and photonic mixing Use device and other sensors for environmental sensing. Combinations or just individual ones of these sensors can be used.
  • the navigation device 11 In addition to a location device, the navigation device 11 usually has a GPS module (Global Positioning System module) and a navigation computer in order to
  • the navigation device 11 transmits current data about the course of the road to the control device 13.
  • the environmental sensor system 12 which characterizes the weather and the road surface, has, for example, a rain sensor and / or a temperature sensor and / or a radar sensor system for monitoring the road in order to transmit these signals to the control unit 13 to characterize the weather and the road surface.
  • the control unit 13 uses this data from the environment sensor system 10, the navigation device 11 and the environmental sensor system 12 to calculate a measure of a risk that the vehicle will stray from the road when cornering.
  • the data about the course of the road in the navigation device 11 are supplemented by the data from the environment sensor system 10 or extended.
  • the data from the environmental sensor system 10 provide information about what the liability will be when the vehicle is cornering.
  • control device 13 If the control device 13 recognizes by means of the evaluation of this data by means of a processor that there is a risk of straying from the road when cornering, the control device 13 controls the connected devices in order to carry out appropriate measures.
  • the simplest measure is to issue a warning, which is done acoustically here.
  • the restraint means can be activated via the control device 14 or set to a ready state in order to then trigger them if the roadway strikes.
  • an intervention in the driving behavior can be carried out via the control unit 1 S for driving dynamics control. If the airspeed, which the control unit 13 also takes into account and detects, for example, from the speedometer or a wheel speed sensor, is too high for cornering, then this airspeed can be reduced via the control unit 18 and the actuator system 19 by braking or
  • the control unit 13 is shown here as a separate block, but it is possible, for example, that it is stored as software in the control unit 14 for restraint devices or also as software in the control unit 18 and then the interfaces to the sensors 10, 11 and 12 with the corresponding control unit are present, which is usually the case.
  • other sensor systems such as an inertial sensor system, are not shown here.
  • FIG. 2 shows in a flow diagram the sequence through which the driver assistance system runs.
  • the navigation device 11 gives the date that a curve is imminent.
  • the radius of the curve is then monitored with the environment sensor system 10 in method step 201.
  • the environmental sensor system 12, which is optional, then gives the control unit 13 information in step 202 about what the weather is like and the nature of the falirbalin.
  • a hazard potential is then determined from this in method step 203. If this measure of the danger lies above a certain threshold value, which is checked in method step 204, an action occurs in method step 205. If the danger is below this threshold value, then this method ends in method step 206.
  • FIG. 3 again explains how the environment sensor system 10 verifies or determines the radius of the curve. She observes the guide posts at the edge of the road, which are described here with posts 1 to 5. By observing the posts, a curve can then be drawn through these posts in the computer in order to determine the radius of the curve. Instead of guiding posts, the edge of the road or other road markings on the road surface can be monitored.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Remote Sensing (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Navigation (AREA)
  • Regulating Braking Force (AREA)

Abstract

The invention relates to a driver assistance system comprising a navigation device. Said driver assistance system generates, depending on a second signal of the navigation device (11) and a third signal of an environment sensor system (10), a first signal indicating a danger based on the contours of the road ahead.

Description

FahrerassistenzsvstemFahrerassistenzsvstem

Stand der TechnikState of the art

Die Erfindung geht aus von einem Fahrerassistenzsystem nach der Gattung des unabhängigen Patentanspruchs.The invention is based on a driver assistance system according to the category of the independent claim.

Aus EP 586 626 Bl ist bereits ein Fahrerassistenzsystem mit einer tSTavigationsvorrichtung bekannt. Dabei können Signale von der Navigationsvorrichtung dazu verwendet werden, Stellglieder des Fahrzeugs zu beeinflussen. Dazu zählt beispielsweise ein elektronisches Gaspedal oder ein automatisches Getriebe oder eine Bremseinrichtung des Fahrzeugs.A driver assistance system with a tSTavigation device is already known from EP 586 626 B1. Signals from the navigation device can be used to influence actuators of the vehicle. This includes, for example, an electronic accelerator pedal or an automatic transmission or a braking device of the vehicle.

Vorteile der ErfindungAdvantages of the invention

Das erfmdungsgernäße Fahrerassistenzsystem mit den Merkmalen des unabhängigen Patentanspruchs hat demgegenüber den Vorteil, dass zusätzlich zu dem Signal derThe driver assistance system according to the invention with the features of the independent patent claim has the advantage that, in addition to the signal

Navigationsvorrichtung nunmehr auch das Signal einer Umfeldsensorik dazu verwendet wird, um ein eine Gefahr auf Grund des Straßenverlaufs kennzeichnendes erstes Signal zu erzeugen. Mit diesem ersten Signal können dann Eingriffe bzw. Ausgaben vorgenommen werden. Dies führt zu einer höheren Sicherheit, da insbesondere bei Kurvenfahrten das Fahrerassistenzsystem den Fahrer aktiv unterstützt. VorteilhafterThe navigation device now also uses the signal from an environment sensor system to generate a first signal that identifies a danger due to the course of the road. Interventions or outputs can then be carried out with this first signal. This leads to greater safety, since the driver assistance system actively supports the driver, especially when cornering. Favorable

Weise kann das erfindungsgemäße Fahrerassistenzsystem durch Software realisiert werden, sofern die notwendigen Komponenten, wie ein Navigationsgerät und eine Umfeldsensorik bereits vorhanden sind. Insbesondere bei Kurvenfahrten kann durch das Fahrerassistenzsystem ein mehrstufiges Sicherheitssystem aktiviert werden: zunächst kann der Fahrer vor der Gefahr des Abkommens von der Straße in einer Kurve gewarnt werden. Dann kann die Vorbereitung des Fahrzeugs auf ein mögliches Abkommen des Fahrzeugs von der Straße, zum Beispiel durch das Anlegen von Bremsbacken, Schließen der Fenster und des Schiebedachs, sowie der Aktivierung von reversiblen Rückhaltemitteln, zum Beispiel Gurtstraffern, erfolgen. Es ist weiterhin möglich, durch Zurücknehmen der Motorleistung eine Verringerung der Geschwindigkeit zu erreichen oder auch einen Bremseingriff durchzuführen.In this way, the driver assistance system according to the invention can be implemented by software, provided the necessary components, such as a navigation device and an environment sensor system, are already present. The driver assistance system can activate a multi-level safety system, especially when cornering: First, the driver can be warned of the danger of straying from the road in a curve become. Then the preparation of the vehicle for a possible coming off the road from the road, for example by applying brake shoes, closing the windows and the sunroof, as well as the activation of reversible restraint devices, such as belt tensioners, can take place. It is also possible to reduce the speed by reducing the engine power or to perform a brake intervention.

Durch die in den abhängigen Ansprüchen aufgeführten Maßnahmen und Weiterbildungen sind vorteilhafte Verbesserungen des im unabhängigen Patentanspruch angegebenen Fahrerassistenzsystems möglich.The measures and further developments listed in the dependent claims allow advantageous improvements of the driver assistance system specified in the independent claim.

Besonders vorteilhaft ist, dass das Fahrerassistenzsystem in Abhängigkeit von dem die Gefahr kennzeichnenden Signal eine Warnung ausgibt. Diese Warnung kann akustisch, optisch und/oder haptisch erfolgen. Damit kann dann der Fahrer selbständig die nötigen Eingriffe vornehmen, um ein Abkommen von der Fahrbahn in einer Kurve zu vermeiden.It is particularly advantageous that the driver assistance system issues a warning depending on the signal that characterizes the danger. This warning can be given acoustically, optically and / or haptically. The driver can then independently carry out the necessary interventions to avoid getting off the road in a curve.

Weiterhin ist es von Vorteil, dass in Abhängigkeit von diesem Signal ein Fahreingriff vorgenommen wird, beispielsweise Bremsen oder ein Zurücknehmen, der Motorleistung. Damit wird der Fahrer aktiv unterstützt, um ihm die Notwendigkeit einer schnellen Reaktion abzunehmen, so dass der Fahrer dennoch mit einem Fahrzeug in die Kurve fährt, das nicht eine überhöhte Geschwindigkeit aufweist. Dies führt zu einer erhöhten Sicherheit.It is also advantageous that, depending on this signal, a driving intervention is carried out, for example braking or reducing the engine output. This actively supports the driver in order to relieve him of the need for a quick reaction, so that the driver can nevertheless drive into a curve with a vehicle that does not have excessive speed. This leads to increased security.

Weiterhin ist es von Vorteil, dass in Abhängigkeit von diesem Signal Rückhaltemittel angesteuert werden. Damit können beispielsweise reversible Rückhaltemittel bereits aktiviert werden, und es können auch irreversible Rückhaltemittel wie Airbags in einen Vorbereitungszustand geschaltet werden, um sie dann möglichst zielgenau auslösen zu können. Dazu gehört beispielsweise das Herabsenken der Rauschschwelle im Auslösealgorithmus für den Airbag.It is also advantageous that restraining means are activated as a function of this signal. This means, for example, that reversible restraint devices can already be activated, and irreversible restraint devices, such as airbags, can also be switched to a preparation state so that they can then be triggered as precisely as possible. This includes, for example, lowering the noise threshold in the airbag deployment algorithm.

Weiterhin ist es von Vorteil, dass bei der Erzeugung des die Gefahr kennzeichnenden Signals auch ein Signal von einer Umweltsensorik berücksichtigt wird. Dazu gehören Signale, die die Witterungseinflüsse kennzeichnen, wie beispielsweise Regen, Nebel, Glatteis. Damit können dann insbesondere Rückschlüsse auf die Fahrbahnbeschaffenheit gezogen werden, um bei einem automatischen Eingriff in das Fahrverhalten solche Eingriffe vorzunehmen, die diese Witterungseinflüsse berücksichtigen.It is also advantageous that a signal from an environmental sensor system is also taken into account when generating the signal characterizing the danger. This includes signals that characterize the effects of the weather, such as rain, fog, and black ice. This enables conclusions to be drawn in particular on the condition of the road be pulled in order to carry out such interventions in an automatic intervention in driving behavior that take these weather influences into account.

Weiterhin ist es von Vorteil, dass das Fahrerassistenzsystem mittels der Umfeldsensorik Fahrbahnmarkierungen wie Leitpfosten beobachtet, um daraus einen Kurvenradius zu bestimmen. Aus dem Kurvenradius und der Eigengeschwindigkeit kann dann die zu erwartende Querbeschleunigung in der Kurve bestimmt werden, um daraus die Gefahr zu bestimmen. Insbesondere kann daraus bestimmt werden, ob das Fahrzeug in der Kurve die Haftung verliert und damit der Fahrzustand instabil werden könnte. Voraussetzung dafür ist, dass eine Haftschlussgrenze bekannt ist, die bei trockener Fahrbahn ungefähr gleich der Erdbeschleunigung ist. Liegt die Gefahr des Verlierens der Haftung in der Kurve nahe, dann kann das Fahrerassistenzsystem die Eigengesclrwindigkeit vor der Kurve verringern, um die Fahrzeugstabilität zu gewährleisten. Hier kann insbesondere die Information der Umweltsensorik mitberücksichtigt werden, um die Haftschlussgrenze zu adaptieren. Zusätzlich kann dabei mit der Umfeldsensorik im NalYbereich der Abstand zum Straßenrand ermittelt werden. Auch dieses Datum kann dazu verwendet werden, um die Fahrzeugsicherheit zu erhöhen und um entsprechende Maßnahmen einzuleiten.It is also advantageous that the driver assistance system uses the environment sensors to observe road markings such as guide posts in order to determine a curve radius therefrom. The expected lateral acceleration in the curve can then be determined from the curve radius and the own speed in order to determine the danger therefrom. In particular, it can be used to determine whether the vehicle loses grip in the curve and the driving state could thus become unstable. The prerequisite for this is that an adhesion limit is known that is approximately equal to the acceleration due to gravity when the road is dry. If there is a risk of losing grip in the curve, the driver assistance system can reduce the vehicle's own speed in front of the curve in order to ensure vehicle stability. In particular, the information from the environmental sensors can be taken into account here in order to adapt the adhesion limit. In addition, the distance to the roadside can be determined using the environment sensors in the NalY area. This date can also be used to increase vehicle safety and to initiate appropriate measures.

Zeichnungdrawing

Ausführungsbeispiele der Erfindung sind in der Zeichnung dargestellt und werden in der nachfolgenden Beschreibung näher erläutert.Embodiments of the invention are shown in the drawing and are explained in more detail in the following description.

Es zeigenShow it

Figur 1 ein Blockschaltbild des Fahrerassistenzsystems,FIG. 1 shows a block diagram of the driver assistance system,

Figur 2 ein Flussdiagramm undFigure 2 is a flowchart and

Figur 3 eine Darstellung zur Erläuterung, wie der Kurvenradius bestimmt wird.Figure 3 is an illustration for explaining how the curve radius is determined.

Beschreibungdescription

Bisher werden Ortungssysteme eingesetzt, um in Navigationssystemen dem Fahrer den Weg zu weisen. Bei der Umfeldsensorik gibt es beispielsweise Radarsysteme für große Entfernungen mit Reichweiten von bis zu 180 Metern, die beispielsweise in Abstandswarnern eingesetzt werden. Es sind jedoch auch Radar- und Ultraschallsysteme bekannt, die nur bis zu einer Reichweite von 20 Metern operieren.So far, location systems have been used to show the driver the way in navigation systems. In the area of sensor systems, for example, there are radar systems for long distances with ranges of up to 180 meters, for example in Distance warning devices are used. However, radar and ultrasound systems are also known which only operate up to a range of 20 meters.

Mit dem Fahrerassistenzsystem werden nunmehr während der Fahrt mit Hilfe von Navigationsdaten und Daten der Umfeldsensorik Kurven erkannt und deren Radien bestimmt. Dadurch kann mit Informationen aus der Fahxdynamik, zum Beispiel der Eigengeschwindigkeit, und Umweltbedingungen, zum Beispiel der Außentemperatur oder anderen Sensoren, die den Straßenzustand charakterisieren, ein mögliches Gefahrenpotential zum Abkommen von der Straße in der Kurve ermittelt werden.With the driver assistance system, curves are now recognized while driving with the aid of navigation data and data from the environment sensor system, and their radii are determined. This means that information from vehicle dynamics, such as the vehicle's own speed, and environmental conditions, such as the outside temperature or other sensors that characterize the state of the road, can be used to determine a potential risk of the road coming off the curve.

Das GPS-System erkennt in Zusammenarbeit mit den Navigationsdaten Kurven, und, sofern es in der Navigationsdatenbank vorhanden ist, auch den Kurvenradius. Falls der Kurvenradius nicht aus den Navigationsdaten zu ermitteln ist, kann mit Hilfe der Umfeldsensorik der Kurvenradius ermittelt werden. Die Umfeldsensorik nutzt dazu beispielsweise Fahrbahnmarkierungen wie Leitpfosten, die bei Kurven andere Positionen haben. Durch die Positionen der Leitpfosten kann eine Lurve gelegt werden, wobei die Krümmung dieser Kurve gleich der Inversen des Planradius ist. Bei einem Videosystem kann aus dem Bild direkt der Kurvenradius, beispielsweise durch Bestimmung des Fahrbahnrandes, ermittelt werden.In cooperation with the navigation data, the GPS system recognizes curves and, if it is available in the navigation database, also the curve radius. If the radius of the curve cannot be determined from the navigation data, the radius of the curve can be determined using the environment sensors. The environment sensors use, for example, road markings such as guide posts that have different positions on bends. A lurve can be placed through the positions of the guide posts, the curvature of this curve being equal to the inverse of the plane radius. In the case of a video system, the curve radius can be determined directly from the image, for example by determining the edge of the road.

Aus dem Bahnradius und der Eigengeschwindigkeit kann die in der Kurve zu erwartende Querbeschleunigung bestimmt werden. Liegt diese nahe an der Haftschlussgrenze, die bei trockener Fahrbahn ungefähr gleich der Erdbeschleunigung ist, oder sogar darüber, so kann vorausgesagt werden, dass das Fahrzeug in der Kurve die Haftung verlieren und somit der Fahrzustand instabil wird. Also ist ein Verringern der Eigengeschwindigkeit vor der Kurve notwendig. Hier kommt nun das Fahrerassistenzsystem ins Spiel. Durch Einbeziehen der Außentemperatur, der Informationen eines Regensensors oder Informationen über den Straßenzustand, kann auf eine Verringerung der Haftschlussgrenze durch Umweltbedingungen geschlossen werden, so dass eine frühere Aktivierung des Sicherheitssystems bei Regen, Schnee oder Eis ermöglicht wird. UnterThe lateral acceleration to be expected in the curve can be determined from the path radius and the airspeed. If this is close to the adhesion limit, which is approximately the same as the acceleration due to gravity, or even above it, it can be predicted that the vehicle will lose grip in the curve and the driving condition will become unstable. So it is necessary to reduce the airspeed in front of the curve. This is where the driver assistance system comes into play. By including the outside temperature, the information from a rain sensor or information about the road condition, it can be concluded that the adhesion limit has been reduced due to environmental conditions, so that the safety system can be activated earlier in the event of rain, snow or ice. Under

Sicherheitssystem wird hier ein Eingriff in das Fahrver alten bzw. die Aktivierung von Rückhaltemitteln verstanden.Safety system is understood here as an intervention in the driving behavior or the activation of restraint devices.

Mit der Umfeldsensorik kann zusätzlich im Nahbereich der Abstand zum Straßenrand ermittelt werden. Durch weitere Informationen, wie die Eigengeschwindigkeit, Straßenzustand, Außentemperatur und Regensensor kann daraus bestimmt werden, ob das Fahrzeug die Kurve gefahrlos fahren kann oder von der Kurve mit hoher Wahrscheinlichkeit abkommen wird. Ist das Abkommen von der Straße wahrscheinlich, so kann das Fahrerassistenzsystem die Sicherheitsmaßnahmen einleiten.With the environment sensors, the distance to the roadside can also be determined in the close range. With more information, like airspeed, Road condition, outside temperature and rain sensor can be determined from whether the vehicle can take the curve safely or is very likely to get off the curve. If the agreement from the road is likely, the driver assistance system can initiate the safety measures.

Figur 1 zeigt in einem Blockschaltbild das Fahrerassistenzsystem. Eine Umfeldsensorik 10 ist an einen ersten Dateneingang eines Steuergeräts 13 angeschlossen. An einen zweiten Dateneingang des Steuergeräts 13 ist eine Navigationsvorrichtung 11 angeschlossen. An einen dritten Dateneiαgang des Steuergeräts 13 ist eine Umweltsensorik 12 angeschlossen. Über einen ersten Datenausgang ist das SteuergerätFIG. 1 shows the driver assistance system in a block diagram. An environmental sensor system 10 is connected to a first data input of a control device 13. A navigation device 11 is connected to a second data input of the control device 13. An environmental sensor system 12 is connected to a third data input of the control device 13. The control unit is via a first data output

13 mit einem Steuergerät 14 für Rückhaltemittel verbunden. Über einen zweiten Datenausgang ist das Steuergerät 13 mit einem Steuergerät 18 für eine Fahrdynamikregelung verbunden. Über einen weiteren Ausgang ist das Steuergerät 13 mit einem Audioverstärker 16 verbunden., der mit einem Lautsprecher 17 verbunden ist. Das Steuergerät 14 für Rückhaltemittel steuert Rückhaltemittel 15 an. Das Steuergerät 18 zur Fahrdynamikregelung ist über einen Datenausgang mit einer Aktuatorik zum Fahreingriff 19 verbunden.13 connected to a control device 14 for restraint means. The control unit 13 is connected to a control unit 18 for driving dynamics control via a second data output. The control device 13 is connected via a further output to an audio amplifier 16, which is connected to a loudspeaker 17. The control device 14 for restraint means controls restraint means 15. The control unit 18 for driving dynamics control is connected via a data output to an actuator system for driving intervention 19.

Die Umfeldsensorik 10, die eine Radar-, Ultraschall- und/oder Videosensorik umfassen kann, liefert Daten über den Straßenverlaxif und Hindernisse an das Steuergerät 13. Neben den erwähnten üblichen Geräten zur Umfeldsensorik ist es jedoch auch möglich, Lidar, Laserscanner, ein Photonic Mixing Device und andere Sensoren zur Umfeldsensierung zu verwenden. Es können Kombinationen oder auch nur einzelne dieser Sensoren sein. Die Navigationsvorrichtung 11 weist neben einer Ortungsvorrichtung üblicherweise einen GPS-Modul (Global Positioning System-Modul) und einen Navigationsrechner auf, umThe environment sensor system 10, which can include a radar, ultrasound and / or video sensor system, supplies data about the road behavior and obstacles to the control device 13. In addition to the usual devices for environment sensor technology mentioned above, however, it is also possible to use lidar, laser scanner, and photonic mixing Use device and other sensors for environmental sensing. Combinations or just individual ones of these sensors can be used. In addition to a location device, the navigation device 11 usually has a GPS module (Global Positioning System module) and a navigation computer in order to

Routen zu berechnen. Hier übermittelt jedoch die Navigationsvorrichtung 11 dem Steuergerät 13 aktuelle Daten über den Straßenverlauf. Die Umweltsensorik 12, die die Witterung und die Fahrbahnbeschaffenheit charakterisiert, weist beispielsweise einen Regensensor und/oder einen Temperatursensor und/oder eine Radarsensorik zur Beobachtung der Fahrbahn auf, um diese Signale zur Charakterisierung der Witterung und der Fahrbahnbeschaffenheit dem Steuergerät 13 zu übermitteln. Das Steuergerät 13 berechnet aus diesen Daten der Umfeldsensorik 10, der Navigationsvorrichtung 11 und der Umweltsensorik 12 ein Maß für eine Gefahr, dass das Fahrzeug bei einer Kurvenfahrt von der Fahrbahn abkommt. Dabei werden die Daten über den Fahrbahnverlauf in der Navigationsvorrichtung 11 durch die Daten der Umfeldsensorik 10 ergänzt bzw. erweitert. Die Daten von der Umweltsensorik 10 geben Aufschluss darüber, wie die Haftung bei der Kurvenfahrt des Fahrzeugs sein wird. Erkennt das Steuergerät 13 mittels der Auswertung dieser Daten über einen Prozessor, dass die Gefahr des Abkommens von der Fahrbahn bei der Kurvenfahrt gegeben ist, dann steuert das Steuergerät 13 die angeschlossenen Geräte an, um entsprechende Maßnahmen durchzuführen. Die einfachste Maßnahme ist die Ausgabe einer Warnung, die hier akustisch erfolgt. Alternativ ist es möglich, eine optische Warnung zusätzlich oder anstatt auszugeben, oder auch eine haptische Warnung. Weiterhin können die Rückhaltemittel über das Steuergerät 14 aktiviert werden bzw. in einen Norbereitungszustand versetzt werden, um sie dann bei einem Abkommen von der Fahrbahn gegebenenfalls auszulösen. Zusätzlich oder anstatt kann auch über das Steuergerät 1 S zur Fahrdynamikregelung ein Eingriff in das Fahrverhalten durchgeführt werden. Ist die Eigengeschwindigkeit, die das Steuergerät 13 auch berücksichtigt und beispielsweise vom Tachometer oder einem Raddrehzahlsensor erfasst, für die Kurvenfahrt zu hoch, dann kann über das Steuergerät 18 und die Aktuatorik 19 eine Verringerung dieser Eigengeschwindigkeit durch Bremsen oderTo calculate routes. Here, however, the navigation device 11 transmits current data about the course of the road to the control device 13. The environmental sensor system 12, which characterizes the weather and the road surface, has, for example, a rain sensor and / or a temperature sensor and / or a radar sensor system for monitoring the road in order to transmit these signals to the control unit 13 to characterize the weather and the road surface. The control unit 13 uses this data from the environment sensor system 10, the navigation device 11 and the environmental sensor system 12 to calculate a measure of a risk that the vehicle will stray from the road when cornering. The data about the course of the road in the navigation device 11 are supplemented by the data from the environment sensor system 10 or extended. The data from the environmental sensor system 10 provide information about what the liability will be when the vehicle is cornering. If the control device 13 recognizes by means of the evaluation of this data by means of a processor that there is a risk of straying from the road when cornering, the control device 13 controls the connected devices in order to carry out appropriate measures. The simplest measure is to issue a warning, which is done acoustically here. Alternatively, it is possible to issue a visual warning in addition to or instead of, or a haptic warning. Furthermore, the restraint means can be activated via the control device 14 or set to a ready state in order to then trigger them if the roadway strikes. In addition or instead of an intervention in the driving behavior can be carried out via the control unit 1 S for driving dynamics control. If the airspeed, which the control unit 13 also takes into account and detects, for example, from the speedometer or a wheel speed sensor, is too high for cornering, then this airspeed can be reduced via the control unit 18 and the actuator system 19 by braking or

Herunterfahren der Motorleistung hewirkt werden. Auch weitere Eingriffe, wie eine Unterstützung bei Lenken des Fahrzeugs, sind hier denkbar. Das Steuergerät 13 ist hier als separater Block dargestellt, es ist jedoch möglich, dass es beispielsweise im Steuergerät 14 für Rückhaltemittel als Software oder auch im Steuergerät 18 als Software abgelegt ist und dann die Schnittstellen zu den Sensoriken 10, 11 und 12 mit dem entsprechenden Steuergerät vorhanden sind, was üblicher Weise der Fall ist. Andere Sensoriken, wie eine Inertialsensorik, sind der Einfachheit halber hier nicht dargestellt.Shutdown of engine power can be affected. Other interventions, such as assistance in steering the vehicle, are also conceivable here. The control unit 13 is shown here as a separate block, but it is possible, for example, that it is stored as software in the control unit 14 for restraint devices or also as software in the control unit 18 and then the interfaces to the sensors 10, 11 and 12 with the corresponding control unit are present, which is usually the case. For the sake of simplicity, other sensor systems, such as an inertial sensor system, are not shown here.

Figur 2 zeigt in einem Flussdiagrarnm den Ablauf, den das Fahrerassistenzsystem durchläuft. Im Verfahrensschritt 2O0 wird von der Navigationsvorrichtung 11 das Datum gegeben, dass eine Kurve kurz bevorsteht. Mit der Umfeldsensorik 10 wird im Verfahrensschritt 201 dann der Kurvenradius überwacht. Die Umweltsensorik 12, die optional ist, gibt dann im Verfahrensschritt 202 dem Steuergerät 13 Informationen darüber, wie die Witterung ist und die Falirbalinbeschaffenheit. Daraus wird dann im Verfahrensschritt 203 ein Gefahrenpotential bestimmt. Liegt dieses Maß für die Gefahr über einem bestimmten Schwellwert, was in Verfahrensschritt 204 geprüft wird, dann kommt es in Verfahrensschritt 205 zu einer Aktion. Ist die Gefahr unterhalb dieses Schwellwerts, dann endet in Verfahrensschritt 206 dieses Verfahren. Als Aktion werden die oben beschriebenen Maßnahmen, wie Ausgabe einer Warnung, Ansteuerung der Rückhaltemittel und/oder Eingriff in das Fahrverhalten, verstanden. Figur 3 erläutert nochmals in einer Darstellung, wie die Umfeldsensorik 10 den Kurvenradius verifiziert oder bestimmt. Sie beobachtet die Leitpfosten am Fahrbahnrand, die hier mit Pfosten 1 bis 5 beschrieben sind. Durch die Beobachtung der Pfosten kann dann durch diese Pfosten im Rechner eine Kurve gezogen werden, um den Kxirvenradius zu bestimmen. Anstatt von Leitpfosten kann auch der Fahrbahnrand oder andere Fahrbahnmarkierungen auf der Fahrbahnoberfläche überwacht werden. FIG. 2 shows in a flow diagram the sequence through which the driver assistance system runs. In method step 2000, the navigation device 11 gives the date that a curve is imminent. The radius of the curve is then monitored with the environment sensor system 10 in method step 201. The environmental sensor system 12, which is optional, then gives the control unit 13 information in step 202 about what the weather is like and the nature of the falirbalin. A hazard potential is then determined from this in method step 203. If this measure of the danger lies above a certain threshold value, which is checked in method step 204, an action occurs in method step 205. If the danger is below this threshold value, then this method ends in method step 206. The measures described above, such as issuing a warning, activating the restraint means and / or intervening in driving behavior, are understood as an action. FIG. 3 again explains how the environment sensor system 10 verifies or determines the radius of the curve. She observes the guide posts at the edge of the road, which are described here with posts 1 to 5. By observing the posts, a curve can then be drawn through these posts in the computer in order to determine the radius of the curve. Instead of guiding posts, the edge of the road or other road markings on the road surface can be monitored.

Claims

Ansprüche Expectations 1. Fabtrerassistenzsystem mit einer Navigationsvorrichtung (11), dadurch gekennzeichnet, dass das Fahrerassistenzsystem derart konfiguriert ist, dass das Fahjrerassistenzsystem ein eine Gefahr auf Grund des Straßenverlaufs kennzeichnendes erstes Signal in Abhängigkeit von einem zweiten Signal der Navigationsvorrichtung (11) und von einem dritten Signal einer mfeldsensorik (10) erzeugt.1. Faber assistance system with a navigation device (11), characterized in that the driver assistance system is configured such that the driver assistance system is a first signal characterizing a danger due to the course of the road as a function of a second signal of the navigation device (11) and of a third signal field sensor system (10) generated. 2. Fahrerassistenzsystem nach Anspruch 1, dadurch gekennzeichnet, dass das Fahrerassistenzsystem in Abhängigkeit von dem ersten Signal eine Warnung ausgibt.2. Driver assistance system according to claim 1, characterized in that the driver assistance system issues a warning as a function of the first signal. 3. Fahrerassistenzsystem nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass das Fahrerassistenzsystem in Abhängigkeit von dem ersten Signal einen Fahreingriff vornimmt.3. Driver assistance system according to claim 1 or 2, characterized in that the driver assistance system performs a driver intervention depending on the first signal. 4. Fahrerassistenzsystem nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass das Fahrerassistenzsystem in Abhängigkeit von dem ersten Signal Rückhaltemittel (15) ansteuert.4. Driver assistance system according to one of the preceding claims, characterized in that the driver assistance system controls restraining means (15) as a function of the first signal. 5. Fahrerassistenzsystem nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass das Fahrerassistenzsystem bei der Erzeugung des ersten Signals zusätzlich ein viertes Signal von einer Umweltsensorik (12) berücksichtigt.5. Driver assistance system according to one of the preceding claims, characterized in that the driver assistance system additionally takes into account a fourth signal from an environmental sensor system (12) when generating the first signal. 6. Fahrerassistenzsystem nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass das Fahrerassistenzsystem über die Beobachtung von Fahrbahnmarkierungen mittels der Umfeldsensorik (10) einen Kurvenradius bestimmt. 6. Driver assistance system according to one of the preceding claims, characterized in that the driver assistance system via the observation of Road markings using the environment sensors (10) determines a curve radius.
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