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WO2019174830A1 - Procédé servant à faire fonctionner un système de régulation servant au pilotage automatisé de véhicule - Google Patents

Procédé servant à faire fonctionner un système de régulation servant au pilotage automatisé de véhicule Download PDF

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Publication number
WO2019174830A1
WO2019174830A1 PCT/EP2019/053149 EP2019053149W WO2019174830A1 WO 2019174830 A1 WO2019174830 A1 WO 2019174830A1 EP 2019053149 W EP2019053149 W EP 2019053149W WO 2019174830 A1 WO2019174830 A1 WO 2019174830A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
driver
control system
ego
situation
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/EP2019/053149
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German (de)
English (en)
Inventor
Michael Schrauf
Ralph Streiter
Galia Weidl
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.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
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 Daimler AG filed Critical Daimler AG
Publication of WO2019174830A1 publication Critical patent/WO2019174830A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/0088—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots characterized by the autonomous decision making process, e.g. artificial intelligence, predefined behaviours
    • 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
    • B60W50/0097—Predicting future conditions
    • 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
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/0055—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots with safety arrangements
    • G05D1/0061—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots with safety arrangements for transition from automatic pilot to manual pilot and vice versa
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/08—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to drivers or passengers
    • B60W2040/0872—Driver physiology
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/215—Selection or confirmation of options
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/22—Psychological state; Stress level or workload
    • 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
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00

Definitions

  • the invention relates to a method for operating a control system for
  • Assessment unit evaluating environment data for evaluating the surrounding situation of the vehicle and an activatable by the driver assistance system during an autonomous or semi-autonomous driving hazard warning device for outputting a warning signal as takeover request to the driver depending on the assessment of the surrounding situation of the vehicle. It is provided that by means of a risk estimation unit on the basis of the environment data and vehicle dynamics data of the vehicle during autonomous or semi-autonomous driving the
  • Probability of assumption is determined, with which a driver intervention is expected to be required soon. Furthermore, by means of a
  • Attention estimation unit the attention level of the driver is estimated and finally, from the probability of acceptance depending on the
  • Attention levels of the driver determines a period of time until the generation of the warning signal.
  • DE 10 2015 014 139 A1 discloses a method for operating a distance and speed control function of an autonomously or highly automated vehicle
  • At least one driving safety increasing measure is initiated when the driver is inattentive and if at least one of the following
  • the vehicle is controlled by the distance and speed control function
  • the invention is based on the object, an improved over the prior art method for operating a control system for automated
  • the object is achieved by a method for operating a control system for automated vehicle guidance with the features of claim 1 and by a control system for performing the method.
  • Vehicle driver is determined, in particular is detected, and depending on the determined, in particular recognized, the condition of the driver
  • Driver response time is determined as a minimum period of time that the Driver is due to its condition for taking over the vehicle guidance or for the approval of the given driving maneuver (FM) expected to require, with the determined driver response time with the predicted
  • Acceptance period is compared and the vehicle is delayed, in particular is delayed in a forward-looking, if the driver reaction time is greater than the predicted acquisition period.
  • automated, in particular highly automated, vehicle guidance or automated, in particular highly automated, ferry operation is understood in particular to mean highly automated driving according to SAE Level 3.
  • the control system monitors its functional limits and gives the vehicle guidance to the
  • the predetermined or specific driving maneuver is in particular a system side, d. H. from the control system, unsafe driving maneuver, such as a
  • Vehicle guidance in good time, d. H. within its driver reaction time, can take over or the execution of the given maneuver in time, d. H. within its driver response time, may approve.
  • the method according to the invention thus makes possible an adaptive adaptation of the highly automated ferry operation taking into account, in particular, continuously determined system limits of the control system, the condition of the vehicle driver and a respective situation criticality.
  • the method allows an individual cognitive assistance with empathic, that is understanding and attentive, intelligence, adapted to the driver's reaction time of the driver.
  • the vehicle is delayed as long as the vehicle driver has not followed the request to take over the vehicle guidance or to approve the driving maneuver and / or as long as the critical situation exists. If the deceleration sufficiently reduces the criticality of the situation and / or the situation changes during deceleration, further deceleration is no longer necessary and, for example, the automated ferry operation can then continue. If the vehicle driver is required to take over the vehicle or to approve the vehicle
  • the situation analysis is based for example on a sensory
  • Uncertainties of the system boundaries which are based, for example, on measurement errors of the sensors used are
  • the system boundaries or the critical situation are also achieved, for example, when the situation requires a regulation to a speed or acceleration that is outside a predetermined range of values defined as permissible, or if a complex situation, for example a construction site, a roundabout, a confusing intersection and / or a congestion and / or other complex situations for which the control system is not designed to cope.
  • the condition of the driver is, for example, by a
  • Vehicle driver observation determined, in particular recognized.
  • Driver tracking can be done, for example, by at least one camera of the vehicle. As a result, a multiplicity of different states can be reliably detected and a corresponding driver response time can be determined.
  • a minimum period of time is determined as the driver response time that the vehicle driver is expected to require due to his condition for taking over the vehicle guidance or for approving the given driving maneuver. This enables a secure takeover of the vehicle guidance or an informed decision regarding the approval.
  • the request to take over the vehicle guidance or to approve the execution of the predefined driving maneuver takes place, in particular, by means of a voice output, for example by a voice output in the sense of "Take over the vehicle guidance!.
  • the voice output is advantageously, in particular in time-critical situations in which the takeover time is shorter than or equal to the same time as the driver reaction time, initiated by an audible warning signal and / or optical signal.
  • the audible warning signal is output, for example, in the form of a single or multiple beeps.
  • the visual warning signal is output, for example, as a pictogram, a steering wheel with two the steering wheel shows full hands.
  • the output of the icon is preferably on a display on the vehicle cockpit and on a display of a device on which the driver performs a secondary activity.
  • acoustic / visual warning signal followed by the voice output a quick and intuitive detection of the respective request by the driver is ensured in urgent cases.
  • the driver can respond or respond, in particular granting or not granting approval.
  • an action request or a voice dialogue between the control system and driver is performed.
  • the predefined driving maneuver for the implementation of which it requires the permission of the driver, for example, a system side, d. H. in particular by the control system, unsecured maneuver, in particular a maneuver that can not be performed safely due to a limited sensor range of the vehicle's environment detection sensors.
  • a maneuver is, for example, a lane change on a highway when approaching a slow other vehicle or to a stationary obstacle or when approaching a
  • Lane narrowing or at a lane end Lane narrowing or at a lane end.
  • the driver advantageously by the combination of audible / visual warning and voice dialogue, is asked to approve the execution of the driving maneuver.
  • the driving maneuver is thus secured by the approval of the driver.
  • FIG. 1 schematically shows a procedure for carrying out an autonomous lane change with the approval of a driver
  • Fig. 5 shows schematically a further traffic situation during an adaptive
  • a method for operating a control system 1 for highly automated vehicle guidance is described below with reference to FIGS. 1 to 5, in which a driver FF of a vehicle Ego during an automated ferry operation is in an imminent critical situation for which the automatic control system 1 is not designed. prompted to take over the vehicle control or a performance of a particular, in particular system side not
  • the respective driving maneuver FM is determined by the control system 1, d. H. specified.
  • Driving maneuver FM must be predicted by a situation analysis, in particular based on a sensory environment observation. Furthermore, a state of the vehicle driver FF, in particular by a driver observation, detected and depending on a driver response time Ft is determined, which in particular represents a minimum period of time, the driver FF due to its state for the acquisition of the vehicle guidance or for the approval G of the particular driving maneuver FM is expected to need. The determined
  • Driver response time Ft is compared with the predicted takeover time period and the vehicle ego is delayed, especially anticipating, when the vehicle
  • Driver response time Ft is greater than the acquisition time period, in particular if and as long as the driver FF the request AU to take over the vehicle management or approval G of the driving maneuver FM has not followed.
  • Vehicle ego is delayed in the present example so far that the
  • An unmanageable critical situation is, for example, when the
  • Driving maneuvers surrounding road users shows that the vehicle Ego, in particular with high probability, must perform a lane change, but a secured automatic lane change is not possible because approaching on a neighboring lane other vehicles AF due to system boundaries, especially due to a limited range of observation the approaching other vehicles AF used sensors, may not be detected in time. Uncertainties of the system boundaries, which are based for example on measurement errors of the sensors used, are advantageously taken into account in the situation analysis.
  • the system boundaries or the critical situation are also achieved, for example, when the situation requires a regulation to a speed or acceleration that is outside a predetermined range of values defined as permissible, or if a complex situation, for example a construction site, a roundabout, a confusing intersection , a congestion and / or other complex situation exists, for the management of which the control system 1 is not designed.
  • the driver response time Ft is particularly dependent on
  • the calls AU in particular takeover requests, are issued in particular as speech issues. Speech outputs are preceded by an audible and / or visual warning signal, especially in time-critical situations where the driver must react quickly. The output of this audible or visual warning signal is in non-time critical situations
  • the acoustic signal is output, for example, as a single or multiple beep.
  • the audible warning signal is output, for example, as a pictogram on a display of the vehicle and / or a display of a device on which the driver carries out a secondary activity, wherein the
  • Pictograph for example, shows a steering wheel, which is covered by two red hands.
  • the particular driving maneuver FM to whose
  • Carrying out a permit G of the driver FF requires a system unsupported driving maneuver FM, d. H. a driving maneuver FM that can not be performed safely due to the limited sensor range.
  • a driving maneuver FM is, for example, a lane change on a highway when approaching a slow other vehicle AF or to a stationary obstacle or when approaching a lane narrowing or at a lane end.
  • the driver FF is advantageously prompted by a voice dialogue SD to approve the execution of the driving maneuver FM.
  • the driving maneuver FM is thus secured by the approval G of the driver FF.
  • the method thus enables an adaptive adaptation of the highly automated ferry operation taking into account, in particular, continuously determined system limits of the control system 1, the state of the vehicle driver FF and a respective one
  • Driver FF are allowed.
  • the method represents an individual cognitive assistance with empathic, ie understanding and attentive, intelligence.
  • An identification of the respective vehicle driver FF can take place, for example, on the basis of his personal profile, also referred to as a "shared mobility" profile.
  • This profile can for example be called by a central server, in particular of the vehicle manufacturer, as a cloud platform, and / or retrieved from a personal mobile device, such as a mobile phone, the driver FF and / or from the shared mobility card.
  • Driver FF and the control system 1 for taking over the vehicle guidance and in particular for approval G of the particular, d. H. predetermined,
  • Driving maneuvers FM is implemented by the method empathic assistance system.
  • the application of the speech dialogue SD is missing,
  • non-time critical, complement information and create an empathic impression of this assistance function at the driver FF.
  • this is illustrated by way of example with reference to an autonomous lane change, with missing information being compensated for backwards by a voice input by the vehicle driver FF due to an insufficient sensor range.
  • FIG. 1 shows a sequence of the method using the example of the lane change along a time line t.
  • the control system 1 recognizes as necessary to be performed certain driving maneuver FM the lane change. Thereupon the request AU for the approval G of the implementation of this particular, takes place as a voice output. H. given by the control system 1, driving maneuver FM, such as a voice output that a lane change is required, associated with the question of whether an area left behind the vehicle Ego is free, d. H. if there is no other vehicle approaching AF.
  • Vehicle driver FF For example, a rejection AL of the approval G by the vehicle driver FF takes place, ie it does not authorize the lane change, for example because it recognizes an approaching other vehicle AF on the other traffic lane FS to which it is to be changed.
  • This rejection AL takes place in the form of a voice response of the driver FF, ie between the control system 1 and the driver FF a dialogue takes place. For example, the driver FF responds with "no, wait, not free" or similar. Since the driver FF has not granted the approval G, the lane change is not performed. Alternatively, the recognizes
  • Approval G again in the form of a voice response, for example, "Los, links is free” or similar, the beginning of this voice response may additionally contain a predetermined wording by which the control system 1 recognizes that the driver FF just with the control system 1 communicates.
  • An alternative to this voice dialogue SD would be, for example, a requested lane change, activated for example by the driver FF by switching on a respective direction indicator of the vehicle Ego.
  • Speech dialogue SD in contrast to this alternative, creates an empathic impression of a personalized intelligent driver assistance system.
  • the driver FF is actively kept "in the loop", i. H. he is involved in the driving event, if his intervention and / or his help and / or his input, d. H. For example, his information, and / or his decision is needed. This will be his
  • Functional limit is, for example, due to lack of sensors to the rear or because of limited range or temporarily increased uncertainty of the sensor.
  • Speech dialogue systems in particular from the computer and mobile phone sector, can be used. These known systems process the information from such Speech dialogues SD especially cloud-based over the Internet. For vehicle applications that require the predictive situation assessment and driver state while driving, a local implementation is more advantageous, ie the
  • Algorithms in particular speech recognition algorithms, locally execute in the vehicle ego directly to ensure the security of the robustness and the availability of the connection.
  • FIG. 2 shows the adaptive adaptation of the method which can be realized by the method
  • Driving maneuver FM during a semi-autonomous or highly automated journey is dependent on the determined system boundaries and in the context of the criticality of a particular traffic situation and taking into account the current
  • Driver response time Ft of the driver FF adapted and executed.
  • the control system 1 adjusts a longitudinal and lateral control of the vehicle Ego such that a critical situation is defused and, for example, a takeover by the driver FF or the specific driving maneuver FM is no longer required or this takeover of the vehicle guidance or the approval G of the particular driving maneuver FM by the driver FF is possible in time.
  • the realization consists of a combination of several method steps S1 to S7, as shown in FIG. 2, the method steps S1 to S7 being, for example
  • a first method step S1 is a determination of the state of the vehicle driver FF. Depending on the state of the driver FF then its Driver response time Ft determined. For example, driver response times Ft may be from one second to seven seconds.
  • Input variables ES1 for this first method step S1 are, for example, a type of a respective secondary activity of the vehicle driver FF, a cognitive state of the vehicle driver FF and / or a vital state of the vehicle driver FF, for the determination of which one or more vital parameters of the vehicle driver FF are determined.
  • driver response times Ft are measured and / or detected, for example by means of reaction times, for example in computer games, by means of Internet programs and / or in particular
  • non-contact detection for example by means of cameras and / or in particular non-contact sensors. This is advantageously combined with the vital state of the driver FF.
  • This determination of the vital state and the one or more vital parameters required for this purpose can be carried out, for example, as described in DE 10 201 1 110 486 A1, the entire contents of which are hereby incorporated by reference.
  • Driver assistance and vehicle guidance systems determined from only one signal of the face area described. Alternatively or additionally, the condition of the face area described.
  • Vehicle driver FF for example, be determined by means of a non-contact pulse measurement, in particular for driver assistance and vehicle guidance systems, as described for example in DE 10 201 1 016 772 A1, the full content of which is hereby incorporated by reference.
  • Vehicle driver FF in particular its vital state, is advantageously taken into account in determining the driver response time Ft.
  • the driver response time Ft of the driver FF is particularly dependent on the type of secondary activity, depending on the time of day, d. H. for example, in the morning, in the evening, at night, during working hours, more relaxed on the way to / from one
  • the current driver response times Ft may, for example, be measured immediately before departure to determine how to classify a driver response for the particular ride. For example, there are websites that measure reaction times with full attention and focus on the driver's task. Typical reaction times, determined on the basis of average measurements on 2000 subjects aged 18 to 90 years, are, for example, 300 ms to 1100 ms. This shows an increase in reaction times with increasing age.
  • measured driver response times Ft from previous trips may be used to determine the current driver response time Ft.
  • Driver response times Ft which were determined in volunteer tests, especially in driving simulator studies, for example, with more than 400 subjects.
  • Examples of possible sideline activities include reading news and / or books on a tablet computer, watching movies, looking for something in your own pocket.
  • driver response time Ft varies between one second and two seconds depending on the non-driving activity performed.
  • the determination of these driver response times Ft is advantageously based on own driving simulator experiments.
  • driver response times Ft have been determined from a 96-subject driving simulation experiment, examining a takeover from highly automated driving to semi-automated driving with a missing lane marker in a left-hander left-hander cornering cross-talk Driver FF is drifting off to the right of the road.
  • the cut-off point calculates the number of more than 95% of the subjects who had changed their eyes to the street within 1, 26 seconds of film viewing after the acoustic / optical takeover request described above (4.57% of the subjects were slower) ). For reading, and especially the treasure hunt, this number of subjects who made the change of vision within 1, 26 seconds, was lower. However, this applies to the control group.
  • the control system 1 adapts the autonomous or highly automated drive, depending on the estimated uncertainty of the system boundaries, on the criticality of the situation and on the driver reaction times Ft. For example, with a driver FF looking at the road, the driver response time, Ft, is one to two seconds if he has his hands on the steering wheel, for example, one to three seconds, with distracted behavior, for example, something in a footwell of the vehicle Ego, for example, two to seven seconds.
  • the vehicle Ego advantageously determines continuously, for example by means of sensors, the probable driver response time Ft of the driver FF, which is typical for the particular sub-task currently being performed, and takes into account, for example, an expected prolonged one
  • Driver response time Ft in the request process for example, by a time advanced request AU and / or by delaying the vehicle Ego after the request AU.
  • the following values of the driver reaction times Ft are based on the results from the driving simulator test.
  • Driver response time Ft must be included in the takeover period.
  • the sensors for example, a driver observation camera
  • the additional driver response time Ft is about one second.
  • the individual driver response times Ft can be taken into account, which were determined in the manner described above directly before the start of the journey, for example via a website.
  • an additional driver response time Ft of several seconds for example from about five seconds to seven seconds, occur.
  • Driver FF exerts a measurable force on the steering wheel, ie the additional reaction component for the movement of the hand or hands to the steering wheel is eliminated.
  • An exception is an accidental or intentional operation of the steering wheel with the knee, in addition, if the posture and / or head posture is rotated away sideways, for example, by sensors or otherwise detectable.
  • the additional driver response time Ft as described above at
  • Vehicle driver FF detectable, for example, based on a speech analysis of
  • a second method step S2 critical events are determined from the situation analysis, for example as described in DE 10 2012 020 901 A1, whose complete content is hereby incorporated by reference. It describes the use of apps (including vital data, occupant observation, environment detection and situation analysis) from one or more smartphones of the driver / vehicle occupants docked in the vehicle ego for driver assistance and vehicle guidance systems.
  • apps including vital data, occupant observation, environment detection and situation analysis
  • the situation analysis of the current driving state is thus carried out. From this the criticality and a prediction, for example over the following one to five seconds, the driving maneuver of the
  • Input variables ES2 for this second method step S2 are, for example, fused data of the
  • Vehicle ego and the surrounding other vehicles AF Vehicle ego and the surrounding other vehicles AF.
  • a third method step S3 the system uncertainties of the control system 1 are monitored and / or checked. From this, a trend of approaching the system limits of the control system 1 is determined.
  • the uncertainties of the system boundaries are taken into account, for example, based on the error distribution of the sensors in the context of the observed circumstances of the driving situation.
  • Input variables ES3 for this third method step S3 are, for example, sensor data, in particular an environment detection sensor system of the vehicle Ego, with self-diagnostics and uncertainties of the system boundaries.
  • the analysis of the uncertainties is carried out, for example, using artificial intelligence (Kl) techniques, for example Bayesian networks and / or alternative probabilistic techniques that combine the range, error distribution and / or uncertainties of various sensors used in data collection.
  • Kl artificial intelligence
  • the size of the uncertainties determines the degree of reliability of available sensor data and the conclusions about the system reliability determined from it.
  • the sensor diagnostics in particular the self-diagnostics, and / or the calculation of the error quantities and uncertainties is based on various
  • Input characteristics d. H. especially the input characteristics, of the observed system.
  • BN Bayesian networks
  • KI alternative KI methods
  • the decision-making in this context is performed, for example, with Bayesian networks.
  • the probabilistic evaluation is forwarded to the control system 1 after exceeding a limit value.
  • the takeover periods are relevant for the comparison with the criticality of the situation prediction and relevant for the subsequent adaptive adaptation of the highly automated ferry operation, in particular adaptation of the speed and steering of the autonomous or highly automated moving vehicle Ego.
  • Driving maneuver forecast from surrounding other vehicles AF is longer than the driver response time Ft of the driver FF can be increased by the adaptive adaptation of the highly automated ferry operation, in particular by the deceleration of the vehicle Ego, d. H. by adjusting the driving speed and
  • Driver FF has more time to take over the vehicle guidance or the particular, d. H. Approved by the control system 1, driving maneuver FM to approve. Ie. As indicated by the connecting arrow P between the first method step S1 and the fifth method step S5, the adjustment of the vehicle speed and the continuation of the journey in highly automated mode take place
  • Takeover time is at least as long as the driver response time Ft or longer than the driver response time Ft.
  • a timely request AU to the driver FF in particular by voice output to take over the vehicle control or to approve the implementation of the predetermined driving maneuver FM, ie it will timely appropriate information, especially in the voice dialogue SD, from the driver FF respect the feasibility of the predetermined driving maneuver FM is called or it is the takeover request to the driver FF.
  • the voice dialogue SD thus serves to provide the control system 1 missing information for the implementation of the predetermined driving maneuver FM by the driver FF available or to induce this to take over the vehicle management, with the voice dialogue SD an emphatic impression of this driver assistance
  • a seventh method step S7 the control system 1 leads the vehicle ego safely in the absence of reaction of the driver FF, for example, to a roadside, if the environment detection and free space determination allows. If the free space determination is not reliable, then the vehicle is braked slowly, for example, with 2 - 3 m / s 2 in the current lane FS to a standstill, so that the following vehicles have enough reaction time.
  • assistance can be requested, in particular by the control system 1, and / or, in particular if the driver FF is again able to react, assistance for a safe onward journey can be offered. If the condition of the driver FF is sufficiently good, for example, highly automated, the vehicle Ego can be moved back onto the road and safely threaded into the traffic and continue to drive.
  • step S5, S6, S7 which allows the adaptive adaptation of the highly automated ferry operation in dialogue, in particular voice dialogue SD, with the driver FF.
  • This adaptation takes place in the context of the missing information, which can advantageously be obtained by means of the dialogue, in particular voice dialogue SD, between the control system 1 and the driver FF.
  • the situation is that a lane change demand, i. H. the
  • Necessity of a lane change is recognized by the control system 1.
  • a highly automated lane change can not be performed because the vehicle ego has no sensors or reliable sensors for detecting the environment behind the vehicle ego.
  • the vehicle Ego has a sensor system for detecting the surroundings behind the vehicle Ego, its range is not sufficient for the timely detection of a vehicle AF which is approaching quickly, in particular, on the lane FS to be changed.
  • the driver FF then on the critical situation, advantageously acoustically and in plain text, d. H. by a voice output, informed and asked to take over the vehicle management itself or the particular, d. H. prescribed by the control system 1, driving maneuver FM, here to approve the lane change.
  • FIG. 4 Such a situation is shown schematically in FIG. 4, for example. While the own vehicle Ego follows the lane FS, the preceding vehicle AF approaches its preceding other vehicle AF, which drives more slowly, wherein the other vehicle AF ahead of the own vehicle Ego, a lane change demand arises, as indicated by a lane change direction arrow FP schematically , This also creates a lane change demand for the own vehicle ego, as also by such
  • Lane change direction arrow FP schematically indicated to the set
  • An autonomous or highly automated follow-up drive of one's own vehicle eg, ie following the other vehicle AF ahead, connected with an autonomous or highly automated lane change is not possible if the sensor system for the out-of-date environment monitoring is missing or, for example, whose range is too low for safety estimate the lane change execution. Because of the lack of sensor information, the lane change can therefore not be hedged and not performed. Therefore, at the same time as the above-described information of the vehicle driver FF, a braking maneuver, starting for example with a predetermined comfort delay, with a possible increase up to a maximum delay, initiated, it is a corner frequency of the lateral control so converted that a dynamic
  • Evasion maneuver is possible, and a value of the limitation of a maximum allowed steering speed is increased so that a dynamic evasive maneuver is possible.
  • the driver FF advantageously acoustically / visually and in plain language, d. H. with warning signal and by voice output, asked to confirm that the specified destination lane is backward free, as shown in FIG. 4, and thus the lane change predetermined by the control system 1, i. H. an evasive maneuver to the specified page, is possible.
  • the driver FF can issue the confirmation and thus the approval G for carrying out this driving maneuver FM, in this example of the lane change, for example by a "yes" or by an alternative positive confirmation.
  • the driver FF stops the particular, ie. H. specified by the control system 1, driving maneuver FM, for example, by a "no" or by an alternative negative statement, d. H. he does not issue a permit G for carrying out this particular maneuver FM.
  • driving maneuver FM for example, by a "no" or by an alternative negative statement, d. H. he does not issue a permit G for carrying out this particular maneuver FM.
  • FIG. Here is the originally preceding other vehicle AF already on other lane FS, d. H. on the left lane FS, changed, so that the own vehicle ego now approaches the slow still driving ahead other vehicle AF, whereby the
  • Lane change demand is present. This lane change to the left lane FS is not possible, however, since on this left lane FS own vehicle Ego from the left rear another vehicle AF approaches.
  • both yes and no answers as well as alternative positive or negative answers for the voice dialogue SD are advantageously taken into account in order to enable intuitive communication K of the vehicle driver FF with the control system 1.
  • the speech dialogue SD ie by system-side language request, ie request AU by voice output, and by the voice feedback of the driver FF, advantageously its driver reaction time Ft can be shortened.
  • Driving maneuver FM not granted a braking maneuver is performed.
  • Vehicle guidance takes over, for example, an evasive maneuver on a

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  • Engineering & Computer Science (AREA)
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  • Physics & Mathematics (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
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  • Business, Economics & Management (AREA)
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  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention concerne un procédé servant à faire fonctionner un système de régulation (1) servant au pilotage automatisé de véhicule d'un véhicule (Ego), et un système de régulation (1) servant à mettre en œuvre le procédé. Selon l'invention, un conducteur de véhicule (FF) du véhicule (Ego) est invité à prendre en main le pilotage de véhicule ou à autoriser une mise en œuvre d'une manœuvre de conduite (FM) spécifiée pendant un mode de conduite automatisé du véhicule (Ego) dans une situation critique imminente, que le système de régulation (1) n'est pas en mesure de gérer lui-même. Une analyse de situation permet de prévoir l'atteinte de la situation critique et une durée de prise en charge, au cours de laquelle le conducteur de véhicule (FF) doit prendre en charge le pilotage de véhicule ou doit autoriser la manœuvre de conduite (FM) spécifiée. Un état du conducteur de véhicule (FF) est déterminé, et un temps de réaction de conducteur de véhicule (Ft) est déterminé en fonction de l'état déterminé du conducteur de véhicule (FF). Le temps de réaction de conducteur de véhicule (Ft) déterminé est comparé au temps de prise en charge prévu, et le véhicule (Ego) est ralenti quand le temps de réaction de conducteur de véhicule (Ft) est supérieur au temps de prise en charge prévu.
PCT/EP2019/053149 2018-03-12 2019-02-08 Procédé servant à faire fonctionner un système de régulation servant au pilotage automatisé de véhicule Ceased WO2019174830A1 (fr)

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DE102018001970.6A DE102018001970A1 (de) 2018-03-12 2018-03-12 Verfahren zum Betreiben eines Regelsystems zur automatisierten Fahrzeugführung
DE102018001970.6 2018-03-12

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CN117087700A (zh) * 2023-08-15 2023-11-21 东风汽车集团股份有限公司 一种自动驾驶车辆接管方法、装置及车辆
CN119749545A (zh) * 2024-11-26 2025-04-04 北京小马智卡科技有限公司 车辆协同变道方法、自动驾驶车辆、编队、设备和介质

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EP4470865A3 (fr) * 2019-09-17 2025-03-05 Aptiv Technologies AG Procédé et dispositif pour déterminer une estimation de la capacité d'un conducteur de véhicule à prendre en charge la commande d'un véhicule
DE102019133614A1 (de) * 2019-12-10 2021-06-10 Bayerische Motoren Werke Aktiengesellschaft Verfahren für ein digitales Assistenzsystem eines Fahrzeugs, Vorrichtung zum Betreiben eines digitalen Assistenzsystems, Computerprogramm, und computerlesbares Speichermedium
DE102020100273A1 (de) * 2020-01-09 2021-07-15 Bayerische Motoren Werke Aktiengesellschaft Übernahmeaufforderung
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DE102023200047A1 (de) * 2023-01-03 2024-07-04 Volkswagen Aktiengesellschaft Verfahren zum Vorbereiten einer Person auf eine Verkehrssituation, die eine erhöhte Aufmerksamkeit der Person bedarf, mittels eines Unterstützungssystems eines Kraftfahrzeugs, Computerprogrammprodukt, computerlesbares Speichermedium sowie Unterstützungssystem
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DE102023212930A1 (de) 2023-12-19 2025-06-26 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zur dynamischen Bewertung eines Risikos einer zukünftigen Verkehrssituation für ein Fahrzeug

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CN115303238A (zh) * 2022-09-30 2022-11-08 小米汽车科技有限公司 辅助刹车和鸣笛方法、装置、车辆、可读存储介质及芯片
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CN119749545A (zh) * 2024-11-26 2025-04-04 北京小马智卡科技有限公司 车辆协同变道方法、自动驾驶车辆、编队、设备和介质

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