DE102010012954A1 - Method for operating driver assistance device in passenger car on roadway, involves determining lateral minimum distance as function of movement patterns of obstructions based on type of obstructions and current and/or future roadway course - Google Patents

Abstract

The method involves determining lateral distance (B) between obstructions (H1-H13) e.g. lorry, before a passenger car, and velocity of the obstructions. Actual airspeed of the car is adapted to the velocity of the obstructions if the distance falls below minimum roadway width (Bmin), where the roadway width is formed from car width (FB) and lateral minimum distance (A1-An) between the car and one of the obstructions. The minimum distance is variably determined depending on movement patterns of the obstructions, a type of the obstructions and current and/or future roadway courses. An independent claim is also included for a driver assistance device for a car, comprising a detecting unit i.e. imaging sensor.

Description

The invention relates to a method for operating a driver assistance device of a vehicle on a roadway according to the preamble of claim 1.

The invention further relates to a driver assistance device for a vehicle according to the preamble of claim 7.

The DE 10 2005 039 167 A1 describes a driving assistance device for warning a driver of a vehicle of an imminent departure from a lane and / or leaving a lane. The driver assistance device comprises means for detecting a lane edge marking and / or lane marking and / or a roadway edge, means for detecting objects raised in relation to the roadway in the surroundings of the vehicle, means for identifying structural boundaries of the roadway and / or the lane from the detected raised objects and means for issuing a warning in the event of imminent departure from the road and / or leaving the lane. Furthermore, means for assessing a current environmental situation at least by comparing the spatial position of the identified structural boundary of the road and / or the lane with the spatial location of the recognized lane boundary and / or lane marking or the detected lane edge and means for adjusting the output of a warning provided the current environmental situation. In addition, a method for operating such a driving assistance device is described.

Furthermore, from the EP 1 508 819 B1 a driver assistance system for a mobile on a lane motor vehicle known. The driver assistance system has a radar sensor or a laser sensor for determining a distance between the motor vehicle and an obstacle lying substantially next to the traffic lane.

Also, by means of the radar sensor or laser sensor, a distance between at least two obstacles in front of the motor vehicle or a speed of an obstacle can be determined. Furthermore, the driver assistance system comprises a driving assistance control for determining a steering angle correction value, for determining a brake correction value or for outputting distance warning information as a function of the distance between the motor vehicle and the obstacle lying substantially next to the traffic lane, the distance between the at least two obstacles in front of the motor vehicle or the speed of the obstacle. If the distance between the at least two obstacles in front of the motor vehicle is too low, a speed of the motor vehicle is adapted to the speed of the obstacle.

The invention has for its object to provide a method for operating a driver assistance device and a driver assistance device.

With regard to the method, the object is achieved by the features specified in claim 1 and in terms of the driver assistance device by the features specified in claim 7.

Advantageous embodiments of the invention are the subject of the dependent claims.

In the method for operating a driver assistance device of a vehicle on a roadway, obstacles located on and / or next to the road surface are detected, wherein a lateral distance between at least two obstacles located in front of the vehicle and a speed of at least one of the obstacles are detected. In this case, an intrinsic speed of the vehicle is automatically adapted to the speed of the at least one obstacle if the distance between the at least two obstacles falls below a minimum roadway width.

According to the invention, the minimum lane width is determined from a vehicle width of the vehicle and in each case a lateral minimum distance between the vehicle and the obstacles, the respective minimum distance being variable and situation-dependent depending on a type of obstacle, depending on the course of movement of the obstacles and / or depending on a current one and / or future lane course is determined.

From the method according to the invention advantageously results in a comfortable and safe for a driver of the vehicle guidance of the vehicle on the roadway, collisions with obstacles, especially other road users, vehicles and the roadway raised or lowered lane boundaries are avoided. This control is particularly advantageous in particular when a small roadway width, such as within construction sites, is available.

Embodiments of the invention are explained in more detail below with reference to drawings.

Showing:

1 schematically a block diagram of a driver assistance device,

2 schematically a first environmental situation of the vehicle,

3 schematically a second environmental situation and a positioning of the vehicle on a roadway,

4 schematically a third environmental situation and positioning of the vehicle on a road and

5 schematically a fourth environmental situation and a positioning of the vehicle on a roadway.

Corresponding parts are provided in all figures with the same reference numerals.

1 shows a driver assistance device 1 for carrying out the method according to the invention, ie for assisting a driver in the transverse guidance and longitudinal guidance of a 2 detailed vehicle F.

The driver assistance device 1 comprises a detection unit 1.1 for detecting an environment of the vehicle F, wherein the detection unit 1.1 in this case is designed in particular as an imaging sensor.

The driver assistance device 1 further comprises one with the detection unit 1.1 coupled evaluation unit 1.2 on the basis of which from the registration unit 1.1 recorded environment data U in the 2 to 5 closer obstacles H1 to H13 are identifiable. Furthermore, by means of the evaluation unit 1.2 a free roadway width which is available as a function of the obstacles H1 to H13 can be determined, the free roadway width resulting from a lateral distance B between at least two of the obstacles H1 to H13.

As obstacles H1 to H3 are other road users, d. H. especially pedestrians, cyclists and other vehicles, detectable and identifiable.

Furthermore, road boundaries can be detected and identified as obstacles H4 to H13, roadway markings, lane markings, road edges, structural boundaries and / or elevated and / or reduced objects being recognized by a road surface as lane boundaries. Underlaid objects are curbs, crash barriers, concrete barriers, bollards, beacons, structures, trees, shrubs, tunnel walls and similar objects. Lowered objects are, for example, trenches, drainage channels and other structure for drainage of the roadway. Also can be detected and identifiable as lane boundaries grass areas, so-called green strips and summer roads.

The identification of the obstacles H1 to H13 takes place in particular by a comparison of the obstacles H1 to H13 detected in the environment with in a storage unit 1.3 stored model data D based on the evaluation 1.2 , Identification of lane and lane boundaries is essentially based on the identification of the lane boundaries, ie, in particular, the identification of structural roadway boundaries, the lateral edge of a pavement, the lane and lane markings, and the objects raised from the lane surface and lowered therefrom ,

When identifying the lane boundaries, a distinction is further made between temporary and permanent lane boundaries, for example within a construction site between white and yellow-colored lane and / or lane markings.

Furthermore, the evaluation unit 1.2 with a classification unit 1.4 coupled to classify the identified obstacles H1 to H13. In the classification, the obstacles H1 to H13 are classified on the basis of certain features and properties and associated with object classes OK1 to OKn. The classification is effected in particular according to whether the obstacles H1 to H13 are obstacles H1 to H13 raised from the road surface or reduced by the road surface or running in a plane therewith.

In the storage unit 1.3 For each object class OK1 to OKn, in each case a specific, minimum permissible minimum distance A1 to An of the vehicle F for the respective obstacle H1 to H13 is additionally stored. Objects elevated from the road surface are more likely to be in danger of collision of the vehicle F with these objects than objects which are level with the road surface. For this reason, the minimum distance A1 to An assigned to the raised objects or to the object classes associated with these objects OK1 to OKn is made larger. Also, the minimum distance A1 to An of objects, which are reduced from the road surface, formed larger than the running in a plane with the road surface objects, since also of lowered objects pose greater danger than from flat objects.

To realize an automatic longitudinal guide and transverse guidance of the vehicle F is first according to the 2 to 5 between at least two located in front of the vehicle F obstacles H1 to H13, the lateral distance B determined. Subsequently, the determined lateral distance B between the obstacles H1 to H13 is compared with a minimum roadway width B _min . The minimum lane width B _min is thereby a sum of one in the memory unit 1.3 stored width of the own vehicle F (= vehicle width FB) and the respective lateral minimum distances A1 to An determined between the vehicle F and the respective obstacles H1 to H13.

In addition to the determination of the minimum distances A1 to An and thus the minimum lane width B _min as a function of the object classes OK1 to OKn, ie depending on the type of obstacles H1 to H13, the minimum distances A1 to An are variable and situation-dependent as a function of movement paths of the obstacles H1 to H13, determined as a function of a current and / or future lane course, as a function of a driver classification and / or as a function of a driver's specification.

Is it the case, as in 2 shown closer, at an obstacle H1 to a right side of the vehicle F driving truck and the second obstacle H4 to a so-called concrete protection wall, the minimum distance A1 to An first determined depending on the obstacles H1 and H4 respectively associated object class OK1 to OKn , Both obstacles H1 and H4 are objects raised from the road surface, so that they are assigned to the same object class OK1 to OKn.

Subsequently, the movement patterns of the obstacles H1 and H4 by means of the detection unit 1.1 recorded and by means of the evaluation unit 1.2 evaluated. In the embodiment according to 2 a movement of the trained as a truck obstacle H4 is detected and evaluated. Depending on the course of the movement, the minimum distance A1 to An is set. If the movement of the obstacle H4 is characterized by uniformity, the minimum distance A1 to An determined on the basis of the object class OK1 to Okn assigned to the obstacle H4 is not changed. However, if the movement sequence of the obstacle H4 is characterized by irregularities, for example when the truck is traveling with serpentine lines, the lateral minimum distance A1 to An of the vehicle F is increased to the obstacle H4, so that the minimum roadway width _{Bmin also} increases. Thus, the risk of collision of the vehicle F with the obstacles H1 and H4 is minimized.

Alternatively or additionally, a current and future lane course are determined, with a uniform lane course, the minimum distances A1 to An remain unchanged and at a non-uniform lane course, for example at a construction site entrance or construction site exit or in winding road sections, increased.

Alternatively or additionally, the minimum distances A1 to An are determined as a function of a driver classification. For this purpose, based on driving habits or on the basis of a so-called driver profile whose usual driving behavior is determined. Depending on this driving behavior, the minimum distances A1 to An are set variably. In an offensive, sporty and / or risk-driving style such. B. the minimum distances A1 to An chosen smaller than a defensive and restrained driving style of the driver.

Alternatively or additionally, the minimum distances A1 to An are determined as a function of a driver's specification. For this purpose, the driver assistance device 1 an input device, not shown, on the basis of which the driver of the vehicle F can preselect, which minimum distances A1 to An to the obstacles H1 to H13 should be met. This specification is preferably based on areas, wherein the driver can choose, for example, in stages between three areas with large, medium and small minimum distance A1 to An. In an alternative or additional embodiment, a continuous specification of the minimum distances A1 to An to be set is provided.

If the minimum lane width B _min according to 2 falls below, that is, the sum of the vehicle width FB and the minimum distances A1 to An greater than the lateral distance B between the obstacles H1 and H4, an intrinsic speed of the vehicle F is automatically adjusted such that a predefinable following distance A _{F is set} to the formed as a truck obstacle H4. This following distance A _F is automatically and / or manually based on the driver of the vehicle F, for example on the basis of the driver assistance device 1 coupled input device, given.

To set the following distance A _F is the evaluation 1.2 with a drive unit, such as a combustion or electric motor, and / or coupled to a brake of the vehicle F, so that the intrinsic speed of the vehicle F is adjustable. Thus, an automatic longitudinal guide of the vehicle F is realized behind the trained as a truck obstacle H4 and overtaking or passage of the vehicle F between the obstacles H1 and H4 prevented when the lateral distance B is smaller than the minimum lane width B _min .

Is the lateral distance B between the obstacles H1 to H13 is greater than or at least equal to the minimum width of the road B _min, an automatic lateral guidance of the vehicle F or assisting the driver in the transverse guidance of the vehicle F.

To realize the support of the transverse guidance of the vehicle F is the evaluation unit 1.2 with a control unit 2.1 a drive unit 2 a steering of the vehicle F coupled, which is controllable depending on the classification of the identified obstacles H1 to H13 and the minimum distance A1 to An. At the drive unit 2 it is a so-called steering torque controller, which is designed as an electric drive, hydraulic drive or as a combination thereof. By means of the drive unit 2 be introduced by the driver in the steering steering forces or the steering is automatically based on the drive unit 2 operated.

In this case, a height of a drive torque of the drive unit 2 the steering set so that depending on the identified obstacles H1 to H13 for moving the vehicle F in the direction of the obstacles H1 to H13 different steering resistances for steering the vehicle F are required. The setting takes place in such a way that, for example, when passing through the vehicle F of a bottleneck formed by the obstacles H1 to H13, the steering resistances in the direction of raised objects, such as a concrete protection wall or another vehicle, are designed to be greater than to just run with the road surface Objects, in particular lane and lane markings. Thus, the driver of the vehicle F has to apply increased steering forces in the direction of raised objects. This results in an advantageous manner that the risk of collisions with the raised objects is reduced, at the same time at low lateral distance B Dodge in the direction of lane and lane markings is supported.

A current and / or predicted distance of the vehicle F to the obstacles H1 to H13 is determined during or before passing through the bottleneck by means of an environmental sensor system, wherein the environmental sensor next to the detection unit 1.1 may include other sensors, such as radar, lidar, laser and / or ultrasonic sensors.

Alternatively or additionally, within the determined free lateral distance B, d. H. executed between the obstacles H1 to H13, an automatic lateral guidance of the vehicle F such that the minimum distances A1 to An are not exceeded. The current and predicted distances of the vehicle F to the obstacles H1 to H13 are again determined on the basis of the environmental sensor system.

The automatic lateral guidance of the vehicle F leads, as in the 3 to 5 shown in more detail, to the fact that the vehicle F is not necessarily performed in a geometric center M of the lateral distance B, but asymmetrically with different distance values, which result from the minimum distances A1 to An, between the obstacles H1 to H13 is performed. The real distance values are designed as mathematical multiples of the minimum distances A1 to An.

For automatic transverse guidance of the vehicle F, the drive unit 2 Steering controlled and / or individual wheels of the vehicle F are braked or accelerated to realize changes in direction of the vehicle F.

Due to the distinction between temporary and permanent roadway boundaries, safe support for the lateral guidance and safe automatic lateral guidance within construction sites can still be achieved.

2 shows the vehicle F on a roadway. The roadway has two lanes S1 and S2 running in the same direction. A left lane S1, on which the vehicle F moves, is bounded on the left side by a roadway boundary designed as a concrete protective wall. This concrete protection wall forms the obstacle H4. A right-hand traffic lane S2, on which the obstacle H1 designed as a truck moves, is bounded on the right-hand side by a temporary, yellow-colored continuous road marking (= obstacle H5). Between the two lanes S1 and S2 runs as a temporary, yellow-colored continuous road marking (= obstacle H6), which limits the left lane S1 right side and the right lane S2 left side.

The lateral distance B between the obstacle H4 and the obstacle H1 is smaller than the minimum lane width B _min formed in the illustrated embodiment, so that the vehicle F in the following distance A _F automatically behind the obstacle H4, ie the truck is performed by the airspeed of the Vehicle F is adapted to the speed of the obstacle H4.

In the 3 to 5 are optimized positioning of the vehicle F within an available roadway width, ie within of the lateral distance B, shown in various environmental situations in the passage of construction site sections on the road. In all illustrated embodiments, the lateral distance B between the respective obstacles H1 to H13 is greater than the minimum roadway width B _min , so that an automatic lateral guidance of the vehicle and / or assistance of the driver takes place in the transverse guidance of the vehicle F.

3 shows an in front of the vehicle F environment within a construction site, especially on a highway, with three obstacles H1 to H3 move in different distances in front of the vehicle F. The obstacles H1 to H3 are also vehicles driving on the road.

The roadway has two lanes S1 and S2 running in the same direction. A left lane S1, on which the obstacle H1 moves, is bounded on the left by a roadway boundary designed as a concrete protective wall. This concrete protection wall forms the obstacle H4. A right lane S2, on which the vehicle F and the obstacles H2 and H3 move, is on the right side of a temporary, yellow-colored continuous road marking (= obstacle H5), adjacent to which spaced another trained as a concrete barrier obstacle H6 runs limited. Between the two lanes S1 and S2 runs as a temporary, yellow-colored interrupted lane marking (= obstacle H7), which limits the left lane S1 on the right side and the right lane S2 on the left side.

The available free road width for the own vehicle F on the right lane S2 results from the lateral distance B between the obstacles H5 and H7. Since both obstacles H5 and H7 are lane markings running in a plane with the road surface, both obstacles H5 and H7 are assigned to the same object class OK1 to OKn, so that the vehicle F is shown in the geometric center M by an automatic lateral guidance the intersection SP, the available lane width on the right lane S2 is performed. In supporting the transverse guide by adjusting the required steering forces is the drive unit 2 the steering of the vehicle F so controlled that the required steering forces for controlling the vehicle F in the direction of both obstacles H5 and H7 are the same.

In 4 is an environment located in front of the vehicle F within a construction site, in particular on a highway, shown, wherein move in front of the vehicle F two obstacles H1, H2 at different distances. The obstacles H1, H2 are also vehicles driving on the road.

The roadway has two lanes S1 and S2 running in the same direction. A left lane S1, on which the obstacle H1 moves, is bounded on the left by a roadway boundary (= obstacle H4) designed as a concrete protective wall. A right lane S2, on which the vehicle F and the obstacle H2 move, is bounded on the right side by a roadway boundary H8 designed as a guardrail. Two further roadway boundaries H7 and H9 extend on the roadway, the obstacle H7 being designed as a temporary, yellow-colored interrupted roadway marking which delimits the first traffic lane S1 on the right-hand side and the second traffic lane S2 on the left-hand side. The obstacle H9 is designed as a permanent, white and solid road marking. The yellow lane marking (= obstacle H7) lifts the control content of the white lane marking (= obstacle H9). Due to the distinction between temporary and permanent lane markings by the evaluation unit 1.2 it is automatically detected that the white lane boundary (= obstacle H9) has no control content.

The available free road width for the own vehicle F on the right lane S2 therefore results from the lateral distance B between the obstacles H7 and H8.

Since the obstacle H8 is a safety barrier, i. H. a lane boundary raised from the road surface is, from this in a possible contact of the vehicle F is greater danger than in a touch or a run over the just running with the road surface road boundary (obstacle H7). Thus, obstacles H7, H8 are assigned to different object classes OK1 to OKn, wherein the minimum distance A1 to An assigned to the object class OK1 to OKn of the obstacle H8 is greater.

Thus, the vehicle F is not guided in the geometric center M of the available lane width, but on the left side with an increased distance to the obstacle H8 in the intersection SP in an automatic transverse guidance. In supporting the transverse guide by adjusting the required steering forces is the drive unit 2 the steering of the vehicle F so controlled that the required steering forces for controlling the vehicle F are formed in the direction of the obstacle H8 greater than in the direction of the obstacle H7.

5 shows an in front of the vehicle F environment within a construction site, especially on a highway, with two obstacles H1, H2 move in different longitudinal distance in front of the vehicle F. The obstacles H1, H2 are also vehicles driving on the road.

The roadway has two lanes S1 and S2 running in the same direction. A left lane S1, on which the obstacle H1 and the own vehicle F move, is bounded on the left side by an obstacle H11 designed as a safety barrier and an obstacle H12 directly adjoining this, which is designed as a temporary, yellow-colored solid road marking. Furthermore, there is a permanent, white and interrupted lane boundary (= obstacle H13) on the left lane, but its regulatory content is canceled due to the yellow-colored lane marking (= obstacle H12). A right lane S2, on which the obstacle H2 moves in a small longitudinal distance to the right in front of the own vehicle F, is bounded on the right side by a roadway barrier (= obstacle H8) designed as a safety barrier.

By contrast, there is no road boundary between the two traffic lanes S1 and S2, so that the available free roadway width for the own vehicle F on the left lane S1 results from the lateral distance B between the obstacle H11 and the obstacle H2. The obstacle H11 and the obstacle H2 formed as a car are assigned to different object classes OK1 to OKn.

However, since these are objects raised from the road surface, the object classes OK1 to OKn of the obstacle H11 and the object classes OK1 to OKn of the obstacle H2 formed as cars are assigned the same minimum distances A1 to An, so that the vehicle F is in an automatic lateral guidance in the geometric center M, represented by the intersection SP, the available lane width is guided on the left lane S1. In supporting the transverse guide by adjusting the required steering forces is the drive unit 2 the steering of the vehicle F driven such that the required steering forces for controlling the vehicle F in the direction of the obstacle H11 and in the direction of the obstacle H2 are the same.

Alternatively, it is possible for the obstacle H2 to be assigned a greater minimum distance A1 to An as a function of the course of movement of the obstacle H2 as a function of the current and / or future lane course, as a function of a driver classification and / or as a function of driver specification becomes. In particular, when the obstacle H2 during its ride generally has no constant straight ahead and thus from this higher danger than from a guard rail or other from the road surface raised lane boundary for the own vehicle F starts or there is a higher probability of collision with this , an increased minimum distance A1 to An to the obstacle H2 is advantageous.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102005039167 A1 [0003]
• EP 1508819 B1 [0004]

Claims (7)

Method for operating a driver assistance device ( 1 ) of a vehicle (F) located on a roadway, in which obstacles (H1 to H13) located on and / or next to the road surface are detected, wherein a lateral distance (B) between at least two obstacles (H1 to H13) and a speed of at least one of the obstacles (H1 to H13) are detected, wherein an intrinsic speed of the vehicle (F) is automatically adjusted to the speed of the at least one obstacle (H1 to H13) when the lateral distance (B) between the at least two obstacles (H1 to H13) are less than a minimum lane width (B _min ), characterized in that the minimum lane width (B _min ) consists of a vehicle width (FB) of the vehicle (F) and a respective lateral minimum distance (A1 to An) is formed between the vehicle (F) and the obstacles (H1 to H13), wherein the respective minimum distance (A1 to An) variable and situation-dependent depending on a type of Hinder Nisse (H1 to H13), in dependence on movement characteristics of the obstacles (H1 to H13) and / or in dependence of a current and / or future lane course is determined. A method according to claim 1, characterized in that the respective minimum distance (A1 to An) is determined as a function of a driver classification and / or as a function of a driver specification. A method according to claim 1 or 2, characterized in that the airspeed is selected such that a manually or automatically predeterminable following distance (A _F ) to at least one of the obstacles (H1 to H13) is not exceeded. Method according to one of the preceding claims, characterized in that when driving within a determined free lateral distance (B) between the obstacles (H1 to H13), a height of a steering torque to be applied variable depending on the type of obstacles (H1 to H13) set in such a way is that in the direction of the obstacles (H1 to H13) different steering resistances are generated. Method according to one of the preceding claims, characterized in that within an ascertained free lateral distance (B) between the obstacles (H1 to H13) an automatic lateral guidance of the vehicle (F) is carried out such that the lateral minimum distances (A1 to An) between the vehicle (F) and the obstacles (H1 to H13) are not fallen below. Method according to one of the preceding claims, characterized in that as obstacles (H1 to H13) road markings, lane markings, road edges, structural boundaries and / or raised by a road surface and / or reduced objects are identified. Driver assistance device ( 1 ) for a vehicle (F) having at least one registration unit ( 1.1 ) for detecting an environment of a vehicle (F), in these existing obstacles (H1 to H13), for detecting a lateral distance (B) between at least two obstacles located in front of the vehicle (F) (H1 to H13), and for detecting a speed at least one of the obstacles (H1 to H13), wherein an automatic adaptation of an intrinsic speed of the vehicle (F) to the speed of the at least one obstacle (H1 to H13) takes place when the lateral distance (B) between the at least two obstacles (H1 to H13) H13) falls below a minimum lane width (B _min ), characterized in that an evaluation unit ( 1.2 ) is provided for determining a minimum lane width (B _min ) from a vehicle width (FB) and a respective lateral minimum distance (A1 to An) between the vehicle (F) and the obstacles (H1 to H13), wherein the evaluation unit ( 1.2 ) is designed such that the respective minimum distance (A1 to An) variable and depending on the situation depending on a type of obstacles (H1 to H13), depending on movement characteristics of the obstacles (H1 to H13), depending on a current and / or future lane course , can be determined as a function of a driver classification and / or as a function of a driver's specification.

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