DE102014206338A1 - avoidance assistant - Google Patents

Abstract

The invention relates to a method and a corresponding device for assisting a driver of a vehicle in an evasive maneuver. A control unit for a vehicle is described. The control unit is set up to detect an obstacle on a current trajectory of the vehicle, and to determine an evasion trajectory for the vehicle for avoiding the obstacle. The control unit is further set up to determine a first indication of the initiation of an evasive maneuver by a driver of the vehicle at a first time, and to initiate assistance of the evasive maneuver in dependence on the determined first indication and depending on the determined avoidance trajectory. In addition, the control unit is set up to determine at a second time a second indication that there is no initiation of an evasive maneuver. The second time follows the first time. The control unit is then set up to stop supporting the evasive maneuver in response to the determined second indication.

Description

The invention relates to a method and a corresponding device for assisting a driver of a vehicle in an evasive maneuver.

Out EP1735187B1 An anti-collision system is known, which assists the driver of a vehicle in the execution of an evasive maneuver past an obstacle.

In order to perform a stable and safe evasive maneuver, it is important that the driver is assisted, especially in the initial phase of the evasive maneuver. This is because, in particular, the initial phase of an evasive maneuver due to the vehicle dynamics properties of the vehicle influences the course of the entire evasive maneuver of the vehicle. The present document describes devices and methods which make it possible to assist the driver, in particular in the initial phase, in carrying out an evasive maneuver.

Performing an evasive maneuver may possibly destabilize the vehicle. The present document describes devices and methods that assist the driver in performing an evasive maneuver so as to reduce or eliminate vehicle vibration.

The support of an evasive maneuver is typically based on a previously determined avoidance trajectory. In particular, the support typically indicates that the driver of a vehicle follows the previously determined avoidance trajectory. Furthermore, the determined avoidance trajectory allows to evaluate the behavior of the driver with respect to the evasive maneuver. The present document describes devices and methods with which an (possibly optimal) avoidance trajectory can be determined, which is driven with high probability by the driver of the vehicle actually and can be driven. Furthermore, the present document describes devices and methods that make it possible to adjust a degree of assistance such that the driver of the vehicle drives along the determined avoidance trajectory.

In one aspect, a control unit for a vehicle is described. The vehicle may comprise a single-track or a two-lane road vehicle, e.g. As a passenger car, a truck or a motorcycle. The control unit may include one or more of the features described in this document. The control unit is set up to detect an obstacle on a current trajectory of the vehicle. For this purpose, the vehicle may capture environmental data based on one or more environment sensors (eg, one or more cameras, one or more radar sensors, and / or one or more LIDAR sensors, i.e., light detection and ranging sensors). The obstacle can be detected based on the environmental data. Exemplary obstacles are another vehicle and / or another road user, such. B. a pedestrian. The obstacle may be at a fixed location on the trajectory of the vehicle, or the obstacle may change location.

The control unit is further configured to determine an evasion trajectory for the vehicle to avoid the obstacle. The avoidance trajectory may include a trajectory (deviating from the current trajectory) that passes the obstacle. The control unit may be configured to determine a plurality of evasion trajectories, eg. B. a first trajectory on the left past the obstacle and a second (other) trajectory right past the obstacle.

The control unit is further configured to determine a first indication for the initiation of an evasive maneuver by a driver of the vehicle at a first time. The driver of the vehicle may initiate an avoidance maneuver, in particular, by the driver actuating a steering device of the vehicle (eg a steering wheel of the vehicle) in order to move the vehicle to a trajectory deviating from the current trajectory. The control unit is set up to detect an indication that the driver has actuated the steering device in order to bring the vehicle to a different trajectory.

The first indication for the initiation of an evasive maneuver can z. B. include one or more of the following indicia: The amount of a steering angle of the steering device of Vehicle reaches or exceeds a predefined first steering angle threshold value; the amount of steering speed of the steering device of the vehicle reaches or exceeds a predefined first steering speed threshold value; the amount of a steering torque on the steering device of the vehicle reaches or exceeds a predefined first steering torque threshold; and / or the amount of steering acceleration of the steering device of the vehicle reaches or exceeds a predefined first steering acceleration threshold value; and / or the amount of a steering torque change of the steering device of the vehicle reaches or exceeds a predefined first steering torque change threshold value; and / or the amount of a steering angle change of the steering device of the vehicle reaches or exceeds a predefined first steering angle change threshold value.

In the case of the possible indications for the initiation of an avoidance maneuver by the driver, in particular the steering speed in combination with a steering torque change is advantageous, since these indicators allow the initiation of an evasive maneuver already at a very early point in time. In this case, it can further be taken into account whether the steering speed and / or the steering torque change has taken place from a "normal" drive or from a rest phase, wherein a "normal" drive typically curves with respect to the steering angle, the steering torque and / or on Steering speed, which occur in a comfortable driving in the lane.

The one or more indicators for initiating an evasive maneuver can be determined in particular on the basis of measurement data from one or more sensors. The steering angle, the steering speed, the steering acceleration and / or the steering torque can, for. B. be determined by a steering sensor on the steering device. Alternatively or additionally, measurement data from a speed sensor and / or from a yaw sensor of the vehicle can also be taken into account.

The control unit is further set up to initiate a support of the avoidance maneuver as a function of the determined first indication and depending on the determined avoidance trajectory. The support of the evasive maneuver can be initiated at the first time. The first indication can z. For example, indicate that an evasive maneuver has been initiated in a particular direction (eg, left or right) around the obstacle. Support for the avoidance trajectory determined for this direction can then be initiated.

The support of the evasive maneuver can z. B. the action on the steering device of the vehicle, in dependence on the determined evasion trajectory include. In particular, it is possible to act in a supportive manner on the steering device of the vehicle in such a way that the vehicle (tends to) travels along the determined avoidance trajectory. For this purpose, in particular an additional torque (in addition to the steering torque applied by the driver) can be applied to the steering device of the vehicle. The applied additional torque can be determined and applied as a function of the determined avoidance trajectory. Alternatively or additionally, the assistance of the avoidance maneuver may include causing a braking force to be applied to one or more of the wheels of the vehicle. By engaging the brakes of individual wheels of the vehicle steering of the vehicle can be made possible. Thus, a support of the evasive maneuver can be done by interfering with the driving dynamics of the vehicle. In particular, an additional torque can also be generated by such interventions. In other words, the assistance of the avoidance maneuver may include a driving dynamics intervention that causes a yawing reaction of the vehicle. A strength of the yaw reaction may depend on a degree of support of the evasive maneuver.

In particular, the control unit may be configured to determine a deviation (or a measure of the deviation) between an actual trajectory of the vehicle and the determined avoidance trajectory. The applied additional torque can then depend on the determined deviation (or on the determined measure of the deviation). A sign of the applied additional torque may depend on a sign of the deviation. The additional torque can z. B. act in the direction of the torque applied by the driver when the steering angle is insufficient to bring the vehicle to the determined avoidance trajectory. On the other hand, the additional torque may act against the torque applied by the driver when the steering angle caused by the driver exceeds the required steering angle for driving the determined avoidance trajectory. An amount of the applied additional torque may increase with the amount of the determined deviation. In particular, no additional torque can be applied if the driver drives by himself along the determined avoidance trajectory. In sum, the driver may be assisted by the applied additional torque if the driver steers too little or steers too much or if the driver steers back too late in a second phase of the evasive maneuver.

The control unit may be further configured to determine at a second time a second indication that there is no initiation of an evasive maneuver. The second time follows the first time. At the second time already an automatic support of the evasive maneuver may have been initiated. At the second time, in particular, an indication can be found that the first indication was erroneous and that the driver did not want to initiate any avoidance maneuver. The control unit can then be set up, in dependence on the determined second indication, to stop the support of the evasive maneuver.

The consideration of two temporally successive indicia makes it possible to use a relatively sensitive first indication for the detection of the initiation of an evasive maneuver. So can already at an early date with the Support the evasive maneuver be started by the control unit. This is advantageous because the quality of an actually driven avoidance maneuver depends in particular on the initial phase of the evasive maneuver. In particular, it can be achieved that the driver drives with a greater probability along the predetermined determined (possibly optimal) avoidance trajectory.

The second indication ensures that no backup assistance is provided if the driver has not initiated an evasive maneuver or if the driver has canceled the evasive maneuver. In particular, it is ensured that the driver retains the decision-making power with regard to the execution of an evasive maneuver and / or an alternative measure. An abortion of the evasive maneuver can z. B. are detected when the steering angle is not further increased or reduced again and / or when the steering force or the steering torque is applied in a reverse direction.

The second indication that there is no initiation of an evasive maneuver may include one or more of the following indicia: the amount of steering angle of the steering device of the vehicle does not reach or exceed a predefined second steering angle threshold, wherein the second steering angle threshold is greater than is the first steering angle threshold; the amount of steering speed of the steering device of the vehicle does not reach or exceed a predefined second steering speed threshold, the second steering speed threshold being greater than the first steering speed threshold; the amount of steering torque on the steering device of the vehicle does not reach or exceed a predefined second steering torque threshold, wherein the second steering torque threshold is greater than the first steering torque threshold; and / or the amount of steering acceleration of the steering device of the vehicle does not reach or exceed a predefined second steering acceleration threshold, the second steering speed threshold being greater than the first steering speed threshold; and / or the amount of steering torque change of the steering device of the vehicle does not reach or exceed a predefined second steering torque change threshold, the second steering torque change threshold being greater than the first steering torque change threshold; and / or the amount of steering angle change of the steering device of the vehicle does not reach or exceed a predefined second steering angle change threshold, wherein the second steering angle change threshold is greater than the first steering angle change threshold.

The consideration of a second index, which possibly leads to the support of the avoidance maneuver being interrupted, makes it possible in particular to use relatively few first threshold values, so that relatively sensitive first indications can be used for initiating the support of the avoidance maneuver. For example, smaller first thresholds may be used instead of the second thresholds. If the second thresholds are not reached then the support of the evasive maneuver can be canceled again.

The second indication that there is no initiation of an evasive maneuver may include that one or more of the second thresholds are not reached or exceeded within a predefined time interval from the first time point. This will provide the period of time for which support for an evasive maneuver is provided, although mglw. no evasive maneuver was initiated, limited to the predefined time interval. The predefined time interval can be z. B. 100 ms or less time.

Alternatively or additionally, the second indication that there is no initiation of an evasive maneuver may include one or more of the following indicia: the amount of the steering angle of the steering device of the vehicle reaches or exceeds a predefined maximum steering angle threshold value; the amount of steering speed of the steering device of the vehicle reaches or exceeds a predefined maximum steering speed threshold; the amount of steering torque on the steering device of the vehicle reaches or exceeds a predefined maximum steering torque threshold; and / or the amount of steering acceleration of the steering device of the vehicle reaches or exceeds a predefined maximum steering acceleration threshold. The consideration of one or more maximum threshold values makes it possible to detect an uncontrolled behavior of the driver. Such uncontrolled behavior can not be considered as a deliberate initiation of an evasive maneuver.

Alternatively or additionally, the second indication that there is no initiation of an evasive maneuver may include that the amount of the steering torque, the steering angle and / or the steering speed of the vehicle falls below a predefined termination threshold value. By means of a reduced steering torque and / or via a reduced (possibly negative) steering angle configuration, it can be detected that the driver wishes to cancel the initiation of an evasive maneuver.

In determining the indicia described in this document, the amount of steering angle may be determined based on a current steering angle and based on an average steering angle. In particular, the amount of the steering angle relative to the mean value of the steering angle can be determined. In an analogous manner, the amount of the steering torque can be determined on the basis of a current steering torque and on the basis of an average value of the steering torque. In particular, the amount of the steering torque relative to the mean value of the steering torque can be determined. In other words, delta values can be determined and compared with a threshold value. This is advantageous, since such an initiation of an evasive maneuver can also be detected when cornering. This is also made possible by the consideration of the steering speed and / or the steering acceleration.

The control unit may be configured to determine a third indication that the vehicle is in a dynamic state. Like the other indications, the third indicia can be determined based on measurement data from one or more sensors of the vehicle. The third indication that the vehicle is in a dynamic state may include one or more of the following indicia: the timing of the steering torque on the steering device of the vehicle includes one or more tips; the time course of the steering speed of the steering device of the vehicle has one or more tips; the time course of a yaw rate of the vehicle has a variance that reaches or exceeds a (yaw rate) variance threshold; the time course of a lateral acceleration of the vehicle has a variance that reaches or exceeds a (lateral acceleration) variance threshold; and / or the time profile of the steering angle of the steering device of the vehicle has a variance that reaches or exceeds a (steering angle) variance threshold. Typically, the vehicle is only in an un-dynamic ("normal") state after the dynamics have subsided.

The control unit can then be set up, depending on the third indication, to suppress or abort the assistance of the avoidance maneuver. This ensures that the control unit does not introduce any further suggestions into the vehicle.

The control unit may be further configured to cancel or inhibit assistance of the evasive maneuver when the vehicle has a delay that reaches or exceeds a predefined deceleration threshold; and / or if the vehicle has an acceleration that reaches or exceeds a predefined acceleration threshold. In other words, in the case of relatively strong brake or acceleration maneuvers by the driver, automatic support of an evasive maneuver can be prevented. Such braking / acceleration maneuvers can be regarded as a further indication that the driver does not want to initiate any (possibly pure) evasive maneuver. It should also be noted that typically substantial longitudinal and lateral accelerations can not be simultaneously applied to the tires of the vehicle.

In another aspect, a method of assisting a driver of a vehicle in an evasive maneuver is described. The method includes detecting an obstacle on a current trajectory of the vehicle. The method further includes determining an evasion trajectory for the obstacle avoidance vehicle. In addition, the vehicle comprises determining, at a first time, a first indication for the initiation of an avoidance maneuver by the driver of the vehicle. Depending on the determined first indication and depending on the determined avoidance trajectory, an automatic support of the avoidance maneuver can then be carried out. The method further includes determining, at a second time, a second indication that there is no initiation of an evasive maneuver. The second time follows the first time. Depending on the determined second indication then the support of the evasive maneuver can be aborted.

In another aspect, a control unit for a vehicle is described. The control unit may include one or more of the features described in this document. The control unit is set up to detect an obstacle on a current trajectory of the vehicle. The control unit is further configured to determine (at least) an avoidance trajectory for the vehicle for avoiding the obstacle. In addition, the control unit is set up to determine an indication (for example the above-mentioned first indication) for initiating an evasive maneuver by a driver of the vehicle. Furthermore, the control unit is set up to initiate a support of the evasive maneuver as a function of the determined indication and depending on the determined avoidance trajectory.

The control unit may be further configured to reduce a degree of assistance in the course of the evasive maneuver. In particular, the degree of assistance in an initial phase of the evasive maneuver may have a relatively high value and at a later stage of the evasion maneuver Dodge maneuvers have a relative to the initial phase reduced value. This can ensure that the driver is optimally assisted in performing the evasive maneuver (in particular by intensive support in the initial phase), and at the same time reducing possible coupling of vibrations into the vehicle (by reducing the degree of assistance in a later Phase of evasive maneuver). In addition, this allows a smooth transfer to the driver. The reduction in the degree of support also reflects the fact that the environment data of the vehicle in the initial phase of the avoidance maneuver typically has a relatively high reliability, and the reliability of the environment data along the evasive maneuver decreases.

The evasive maneuver may include a first phase and a subsequent second phase. In particular, the avoidance maneuver can be divided into two phases. During the first phase, the heading angle of the vehicle may increase. In other words, during the first phase, a direction of travel of the vehicle may move away from the direction of travel of the vehicle before initiating the evasive maneuver. During the second phase, the heading angle of the vehicle may decrease. In other words, during the second phase, the direction of travel of the vehicle may again move toward the direction of travel of the vehicle before initiating the evasive maneuver.

Alternatively or additionally, a steering angle of the steering device of the vehicle in the first phase have a first sign (relative to the initial steering angle before initiating the evasive maneuver). Furthermore, the steering angle of the steering device of the vehicle in the second phase may have a second sign (relative to the initial steering angle before initiating the evasive maneuver). The first and second signs can be opposite. In particular, the first phase and the second phase may be delimited from one another by a reversal of the sign of the steering angle. Alternatively or additionally, the lateral acceleration of the vehicle may have a first sign in the first phase and a second sign in the second phase, the first and second signs being opposite.

After the second phase, relatively small steering movements typically follow a course typical of a "normal" ride.

The degree of support may be greater in the first phase (eg in the initial phase of the evasive maneuver) than in the second phase (eg in the final phase of the evasive maneuver). In particular, the degree of support in the first phase may have a maximum value. Furthermore, the degree of support in the second phase can be reduced continuously, starting from the maximum value. Thus, an optimal compromise between support of the evasive maneuver and delivery to the driver can be provided.

The control unit can also be set up to suppress support for a further avoidance maneuver, at least for a predefined period of time, in one phase (possibly directly) after the evasive maneuver has been carried out. By performing an evasive maneuver mglw. Vibrations or suggestions are coupled into the vehicle. Preventing the assistance of another avoidance maneuver, which directly follows a previous avoidance maneuver, can ensure that automatic assistance of an avoidance maneuver only takes place in the presence of a stable vehicle.

As already stated above, the assistance of the avoidance maneuver may include the application of an additional torque to a steering device of the vehicle. The amount or amount of additional torque may depend on the degree of support. In other words, the control unit can be set up to reduce the amount of additional torque applied during the execution of the evasive maneuver so that a maximum possible additional torque can possibly be applied to an initial phase, and the possible additional torque in the second phase of the evasive maneuver (if necessary) continuously) is reduced.

The control unit may be configured to determine a deviation (or a measure of the deviation) between an actual trajectory of the vehicle and the determined avoidance trajectory. The additional torque actually applied can also depend on the deviation determined. For example, a maximum possible additional torque can be determined via the degree of support. Alternatively or additionally, a proportionality factor with regard to the additional torque to be applied can be determined via the degree of support. As stated in this document, the maximum possible additional torque and / or a factor in different phases of an evasive maneuver may be changed. The additional torque actually applied can then in the context of, in a current phase of the evasive maneuver, possible additional torque and / or using the valid for the current phase of the evasive maneuver factor, depending on the determined deviation between the actual trajectory of the vehicle and determined the evasion trajectory.

In another aspect, a method of assisting a driver of a vehicle in an evasive maneuver is described. The method includes detecting an obstacle on a current trajectory of the vehicle. The method further includes determining an evasion trajectory for the obstacle avoidance vehicle. In addition, the method comprises determining an indication for the initiation of an avoidance maneuver by the driver of the vehicle. In addition, the method comprises performing support for the avoidance maneuver in dependence on the determined indicia and in dependence on the determined avoidance trajectory. In particular, the support of the avoidance maneuver can only be performed if there is an indication that the driver has initiated an avoidance maneuver. In doing so, a degree or an intensity of support can be reduced during the evasive maneuver.

In another aspect, a control unit for a vehicle is described. The control unit may include one or more of the features described in this document. In particular, the control unit is set up to detect an obstacle on a current trajectory of the vehicle. In addition, the control unit is configured to determine an available distance (eg, a width of the free area) adjacent the obstacle to an evasion trajectory. The available distance may include a width of the maneuver space for the vehicle. In particular, an available distance to the left and / or right next to the obstacle for a left and / or right avoidance trajectory can be determined.

The available distance adjacent the obstacle may be dependent on one or more of the following: a roadside or a lane edge of the road or lane traveled by the vehicle; a predicted position of one or more other road users (eg other vehicles or pedestrians); and / or from a safe distance to the obstacle or to the roadside or to the other road users. The safety distances may depend on prediction uncertainties (typically the safety distances increase with increasing prediction uncertainties). Furthermore, the safety distances may be dependent on the quality of measurement and / or the object movement (it is typically transverse movements less predictable than movements in the direction of travel) and / or the control quality of a controller for providing the support of the evasive maneuver.

The control unit is further configured to determine an evasion trajectory for the vehicle with a desired distance next to the obstacle. The set distance for (at least) one available distance may be smaller than a predefined maximum distance, (possibly maximum) to the available distance. Furthermore, the desired distance for (at least) one available distance greater than the predefined maximum distance, (possibly maximum) correspond to the maximum distance. In other words, the available distance spacing may be less than a predefined maximum distance, less than or equal to the available distance. Furthermore, the desired distance for available distances may be greater than the predefined maximum distance, less than or equal to the maximum distance. In particular, the desired distance may correspond to the available distance if the desired distance is less than the predefined maximum distance. This can apply to all available distances that are smaller than the predefined maximum distance. Furthermore, the desired distance may correspond to the maximum distance if the available distance is greater than or equal to the predefined maximum distance. This can apply to all available distances that are greater than or equal to the predefined maximum distance.

The consideration of the o. G. Desired distance in determining the avoidance trajectory makes it possible to determine a safe avoidance trajectory with the lowest possible lateral acceleration and thus with the lowest possible use of the road friction coefficient. Furthermore, by the o. G. Determining the target distance, an evasion trajectory are determined, which corresponds to a high probability of the trajectory desired by the driver. The desired trajectory of a driver can be determined in the context of a subject study. For this, the evasion trajectories actually driven by a driver can be recorded and evaluated. On the basis of the detected avoidance trajectories, one or more parameters for "desired" trajectories of drivers can be determined. These one or more statistically determined parameters can be taken into account when determining an evasion trajectory.

By considering the o. G. Target distance can (on average) a high degree of correspondence between actual trajectory and determined avoidance trajectory, and thus a low degree of the effects on the steering device and / or a low degree of required driver oversteer, can be achieved. Thus, the driver can be optimally assisted in performing the evasive maneuver.

As already explained above, the control unit may be further configured to determine an indication (for example the first indication) for the initiation of an avoidance maneuver by a driver of the vehicle. Furthermore, a support of the evasive maneuver can be initiated as a function of the determined indication and in dependence on the determined avoidance trajectory.

The maximum distance may depend on one or more characteristics of the vehicle. In particular, the maximum distance may depend on a track width of the vehicle. Alternatively or additionally, the maximum distance may depend on a (possibly required) lateral acceleration of the vehicle. Alternatively or additionally, the maximum distance may depend on a track offset of the vehicle relative to the obstacle.

As already stated above, the assistance of the evasive maneuver may include the action on the steering device of the vehicle, depending on the determined avoidance trajectory. Alternatively or additionally, the assistance of the avoidance maneuver may include one or more of the following: adjusting a vehicle controller to increase stability of the vehicle (eg, an electronic stability program); and / or stopping, canceling and / or reducing automatic braking interventions (eg automatic braking). Thus, the safety can be increased when performing an evasive maneuver.

The control unit may be configured to predict a changing position of the obstacle. The position of the obstacle may change from the time of detection of the obstacle. In particular, the control unit can be set up to recognize on the basis of the environment data that the position of the obstacle changes relative to the position of the vehicle. Furthermore, one or more positions of the vehicle may be predicted in the future. For example, a trajectory of the obstacle can be predicted. The control unit may be configured to determine the evasion trajectory as a function of the predicted position and / or as a function of the predicted trajectory of the obstacle. In this case, a safety distance to the predicted position of the obstacle can be taken into account. The safety margin may increase with increasing prediction uncertainty. By taking into account the predicted position, it can be ensured that the determined avoidance trajectory enables a safe avoidance of the obstacle. In other words, in order to avoid that a drive of the vehicle on the avoidance trajectory leads to a collision with the obstacle, in the determination of the avoidance trajectory, where appropriate, in addition to the current position of the obstacle and the future, d. H. predicted, position of the obstacle to be considered.

The control unit may be further configured to prevent support of the evasive maneuver, for. If the available distance (next to the obstacle) is less than or equal to a predefined minimum distance; and / or if another obstacle is detected or predicted on the determined avoidance trajectory. This ensures that only automatic support of safe avoidance maneuvers takes place.

In another aspect, a method of assisting a driver of a vehicle in an evasive maneuver is described. The method includes detecting an obstacle on a current trajectory of the vehicle and determining an available distance adjacent the obstacle for an evasion trajectory. An avoidance trajectory for the vehicle with a desired distance next to the obstacle can then be determined. In this case, the desired distance may correspond to the available distance if the nominal distance is less than a predefined maximum distance and the maximum distance if the nominal distance is greater than or equal to the predefined maximum distance.

The method further comprises determining an indication for the initiation of an evasive maneuver by the driver of the vehicle, and performing a support of the evasive maneuver, in dependence on the determined indication and in dependence on the determined avoidance trajectory.

In another aspect, a control unit for a vehicle is described. The control unit may include one or more of the features described in this document. The control unit may be configured to detect an obstacle on a current trajectory of the vehicle. Furthermore, the control unit may be configured to determine an evasion trajectory for the vehicle for avoiding the obstacle. In addition, the control unit may be configured to determine an indication for the initiation of an evasive maneuver by a driver of the vehicle.

The control unit is further configured to determine a desired steering angle for a steering device of the vehicle on the basis of the determined avoidance trajectory. Furthermore, an actual steering angle of the steering device of the vehicle can be determined. The actual steering angle can be detected by a steering sensor. The steering sensor can be arranged at different positions in the vehicle. For example, the steering sensor may be arranged on a steering wheel of the vehicle, on a tie rod and / or on the wheel position of the vehicle.

The control unit can then initiate support of the evasive maneuver in dependence on the determined indication of the desired steering angle and the actual steering angle. In other words, the target steering angle and the actual steering angle can be taken into account in automatically assisting the evasive maneuver. In particular, a degree of assistance may depend on the desired steering angle and on the actual steering angle.

The consideration of the desired steering angle and the actual steering angle in the automatic assistance of the evasive maneuver makes it possible to evaluate deviations before substantial lateral acceleration errors, heading angle errors and / or storage errors build up. Such a deviation can be given direct feedback to the driver. This can reduce a possible phase delay (or time delay) between the current state of the evasive maneuver and the applied support. In particular, highly dynamic driving maneuvers can thus be reliably and phase-assisted. Furthermore, when determining the automatic support of the avoidance maneuver, the lateral acceleration errors, the heading angle errors and / or the storage errors can also be taken into account.

The control unit can also be set up on the basis of the desired steering angle and on the basis of the actual steering angle to determine a measure of the deviation of the actual trajectory of the vehicle (that is to say the actual trajectory of the vehicle) from the determined avoidance trajectory. The consideration of the steering angle makes it possible to reduce phase distortion. The degree of support of the avoidance maneuver can then be determined as a function of the determined measure for the deviation. Thus, the evasive maneuver can be optimally supported at any time.

For example, an additional torque damping the driver's steering movement can be applied if the actual steering angle is greater than the desired steering angle. In other words, too heavy steering can set an additional damping steering torque, so that this does not help the driver to bring unnecessarily much momentum in the vehicle. Alternatively or additionally, a steering torque assisting steering torque is applied when the actual steering angle is smaller than the target steering angle. In other words, if the driver does not steer fast enough, an amplifying steering torque can be provided to help the driver build the steering angle fast enough. Furthermore, in the second phase of the evasive maneuver an additional torque can be applied, which animates the driver for timely return steering.

The control unit may be configured to perform no assistance of the evasive maneuver when driving on or along the determined avoidance trajectory. In particular, no additional torque can be applied in the case.

As already stated above, the assistance of the avoidance maneuver may include the application of an additional torque to the steering device of the vehicle. The amount of additional torque may depend on the determined measure of the deviation. Furthermore, the amount of additional torque may depend on a control stiffness of a controller for assisting the evasive maneuver.

The control unit may be configured to determine the measure of the deviation also on the basis of one or more of the following state variables of the vehicle: a desired lateral acceleration and an actual lateral acceleration of the vehicle; a target lateral velocity and an actual lateral velocity of the vehicle; a target heading angle and an actual heading angle of the vehicle; and / or a desired transverse offset and an actual lateral offset of the vehicle. The measure of the deviation may then be determined based on a weighted average of a plurality of state variables of the vehicle, wherein the steering angle may also be considered as a state variable of the vehicle.

The control unit may be configured to determine one or more of the state variables, in particular the actual lateral acceleration, the actual lateral velocity or the actual heading angle and / or the actual lateral offset using odometric methods.

Thus, the state variables can be determined in an efficient manner.

The control unit may be configured to determine the desired steering angle from the determined avoidance trajectory by means of an inverse vehicle model (eg, by means of a one-track model and / or an actuator model). If necessary, the inverse single-track model can be approximated by a comparable method of precontrol. In particular, a desired transverse offset can be determined from the determined avoidance trajectory at any point in time and / or at any position along the avoidance trajectory, so that the vehicle is brought to the determined avoidance trajectory. By derivation after the time and / or after the distance, the desired lateral velocity (or the desired heading angle) can be derived therefrom, and the desired lateral acceleration can be determined therefrom by derivation after time and / or after the distance. The inverse single-track model of the vehicle then makes it possible to obtain the desired steering angle from the nominal Calculate lateral acceleration. Thus, all desired state variables of the vehicle can be determined from the determined avoidance trajectory.

The control unit may be configured to control a degree of assistance of the avoidance maneuver based on a difference between the target steering angle and the actual steering angle. For this purpose, a control algorithm (eg a P (proportional), I (integral) and / or D (differential) controller and / or a state controller with observer) can be used. In particular, the degree of support of the avoidance maneuver can be regulated as a function of the determined extent of the deviation. Thus, the differences of one or more further state variables of the vehicle can be taken into account. This ensures that the vehicle is guided along the determined avoidance trajectory. The support of the avoidance maneuver can typically be overridden by the driver at any time by suitable measures.

The control unit can be further set up during an evasive maneuver to determine the desired steering angle and the actual steering angle (and possibly other state variables) for a sequence of times. The degree of support of the avoidance maneuver can be adjusted as a function of the determined target steering angle and the determined actual steering angle. In particular, at any point in time the sequence of times may be adjusted to the level of support (eg, using the control described in this document).

The control unit may be configured to determine the desired steering angle on the basis of a phase-shifted evasion trajectory. In particular, the determined avoidance trajectory compared to. the actually driven trajectory are advanced in time. The target steering angle determined from such a shifted avoidance trajectory can thus correspond to a desired steering angle that is earlier in time. Due to the phase shift, transit times can be taken into account and compensated for in the calculation of the support of the avoidance maneuver to be applied. Thus, the quality of the support can be increased.

In another aspect, a method of assisting a driver of a vehicle in an evasive maneuver is described. The method includes detecting an obstacle on a current trajectory of the vehicle, and determining an evasion trajectory for the vehicle to evade the obstacle. The method further includes determining an indication (eg, the first indicia) of initiating an evasive maneuver by the driver of the vehicle. Furthermore, the method comprises determining a desired steering angle for a steering device of the vehicle on the basis of the determined avoidance trajectory, and determining an actual steering angle of the steering device of the vehicle (eg based on measurement data from one or more sensors of the vehicle). , Then, depending on the determined indicia, the desired steering angle and the actual steering angle, an automatic support of the evasive maneuver can be performed.

In another aspect, a vehicle (eg, a passenger car, a truck, or a motorcycle) is described that includes a control unit described in this document.

In another aspect, a software (SW) program is described. The SW program may be set up to be executed on a processor (eg, on a control device of a vehicle) and thereby perform one or more of the methods described in this document.

In another aspect, a storage medium is described. The storage medium may include a SW program configured to be executed on a processor and thereby perform one or more of the methods described in this document.

It should be understood that the methods, devices and systems described herein may be used alone as well as in combination with other methods, devices and systems described in this document. Furthermore, any aspects of the methods, apparatus, and systems described herein may be combined in a variety of ways. In particular, the features of the claims can be combined in a variety of ways.

Furthermore, the invention will be described in more detail with reference to exemplary embodiments. It shows

1 an exemplary situation for an evasive maneuver;

2 a block diagram of selected components of a vehicle;

3 a flowchart of an exemplary method for supporting an evasive maneuver;

4 an exemplary course of the steering speed in an evasive maneuver;

5a an exemplary evasion trajectory;

5b an exemplary division of an evasive maneuver into a plurality of phases;

6 an exemplary characteristic for determining the planning distance to an obstacle;

7a an exemplary model of the state variables of a vehicle in an evasive maneuver; and

7b exemplary components of a control unit to support an evasive maneuver.

As set forth above, the present document is concerned with a method and corresponding apparatus for assisting the driver of a vehicle in an evasive maneuver. 1 illustrates an exemplary avoidance situation. The vehicle 101 (also referred to as ego vehicle) drives on the lane 104 a street 103 on an obstacle 102 (eg to a relatively slow or stationary other vehicle) too. For the vehicle 101 then there may be a chance to slow down to a collision with the obstacle 102 to avoid. Alternatively or additionally (for example, if there is insufficient braking distance available), the vehicle can 101 along an evasion trajectory 111 . 112 avoid the obstacle. The evasion trajectory 111 . 112 typically depends on the available space next to the obstacle 102 from. The available space next to the obstacle 102 is usually limited to what is in 1 through the limits 105 . 106 is shown.

The vehicle 101 can be set up, the driver of the vehicle 101 assist in the execution of an evasive maneuver. Such a driver assistance system (FAS) can be referred to as a backup assistant. 2 shows selected components of the vehicle 101 for providing an evasion assistant. The vehicle 101 includes one or more environmental sensors 202 that are set up to capture environmental data. The environment data includes information regarding an environment of the vehicle 101 , This is typically at least one environment sensor 202 set up a front environment of the vehicle 101 (in front of the vehicle 101 ) capture. The one or more environment sensors 202 include, for. As one or more cameras, one or more radar sensors and / or one or more LIDAR sensors. The of the environmental sensors 202 recorded environment data can be sent to a control unit 201 of the vehicle 101 be transmitted. This in 2 illustrated vehicle 101 includes one or more environmental sensors 202 that are set up, a front environment of the vehicle 101 (in front of the vehicle 101 ) capture. The vehicle 101 may also include one or more environmental sensors (not shown) configured to be a rearward environment of the vehicle 101 (behind the vehicle 101 ) capture.

The control unit 201 is set up, based on the environment data an obstacle 102 on the current trajectory of the vehicle 101 to detect. Furthermore, the control unit 201 be set up to cause an indication regarding the obstacle 102 is output to the driver (eg via an audible and / or visual output of the vehicle 101 ). The control unit 201 could be further set up to initiate one or more collision mitigation and / or collision avoidance measures. In this case, the collision mitigation and / or collision avoiding measures may be dependent on an action of the driver of the vehicle 101 be made dependent. In the event that the driver does not make an action (eg, also does not operate the brake pedal), the control unit can 201 cause the vehicle 101 nevertheless decelerated with a certain delay in order to reduce the consequences of a collision. If the driver depresses the brake pedal, the control unit may 201 cause the vehicle 101 is decelerated with a required delay.

Alternatively or additionally, the control unit 201 be set up to assist the driver in an evasive maneuver. This in 2 illustrated vehicle 101 includes a steering wheel (as an example of a general steering device) 203 that has a handlebar 204 with a steering gear 207 connected is. A steering sensor 205 is set up, an operation of the steering wheel 203 capture. In particular, the steering sensor 205 be set up, the deflection of the steering wheel 203 over time (and / or a steering angle and / or a steering torque over time) to capture. This can, possibly with a certain sampling rate, the steering angle of the steering wheel 203 be detected at a sequence of times. The from the steering sensor 205 recorded data can be referred to as steering data.

The vehicle 101 further comprises a steering assist unit 206 (eg, a servo device) configured to assist the driver in a steering operation. In particular, the steering assistance unit 206 adapted to apply additional steering forces (in addition to the steering forces applied by the driver). As a result, a steering operation for the driver can be facilitated. The steering assistance unit 206 can z. B. include an electric motor or a pump. Alternatively or additionally, the steering assistance unit 206 be set up by applying braking forces to individual wheels of the vehicle 101 to apply additional steering forces.

The control unit 201 can be set up in 3 illustrated method 300 perform. As already stated above, the control unit 201 be set up, an obstacle 102 on the current trajectory of the vehicle 101 to detect (step 301 ).

Furthermore, the control unit can be set up (in particular after detection of an obstacle 102 ), one or more evasion trajectories 111 . 112 to determine (steps 302 ). The one or more evasion trajectories 111 . 112 can be determined taking into account the environmental data. Here, among other things, the available space for performing an evasive maneuver determined and in the determination of avoidance trajectories 111 . 112 be taken into account. As in 1 can represent a left evasion trajectory 112 (left at the obstacle 102 over) and / or a right avoidance trajectory 111 (right at the obstacle 102 over).

The control unit 201 is further configured to determine on the basis of the steering data, whether the driver initiates an evasive maneuver (step 303 ). If this is not the case, then updated one or more evasion trajectories 111 . 112 be determined. In this case, current environment data can be taken into account (in particular the updated position of the obstacle 102 relative to the vehicle 101 ). If the driver has initiated an evasive maneuver, the evasion assistant can be activated (step 304 ). In other words, when it is detected that the driver has initiated an evasive maneuver, the driver can use the control unit 201 be assisted in performing the evasive maneuver. In particular, the control unit 201 cause that by the steering assistance unit 206 an additional steering force is applied to assist the driver along a selected one of the previously determined avoidance trajectories 111 . 112 to drive. For example, if the driver initiates a left evasive maneuver, the previously determined left avoidance trajectory 112 to be selected. On the other hand, if the driver initiates a right evasive maneuver, the previously determined evasion trajectory can be determined 111 to be selected. The additional steering force applied in assisting the evasive maneuver may depend on how far the actual trajectory traveled depends on the selected avoidance trajectory 111 . 112 differs.

The alternate assistance thus assists the driver in performing a fallback in a collision critical situation. In this case, the control unit 201 By regulating the extra steering effort, try to get the driver along the selected avoidance trajectory 111 . 112 to drive. In order to achieve this, an initial phase of the avoidance maneuver is of importance in particular. In other words, when performing an evasive maneuver, it is particularly important that the driver is assisted in the initial phase of the evasive maneuver, the vehicle to the specific evasion trajectory 111 . 112 bring to. On the other hand, this is typically difficult for a driver because of the driving dynamics characteristics of the vehicle 101 , the yaw reaction of the vehicle 101 only delayed in the highly dynamic range.

Already with the beginning of the evasive maneuver initiated by the driver, d. H. with the rerouting process of the driver being able to start the evasive assistance, it is important to be able to recognize a driver's steering very quickly. However, a steering of the driver can typically be reliably detected only with relatively large steering movements. Nevertheless, in order to be able to respond as promptly as possible to a steering of the driver, it is proposed in this document to start the avoidance assistance at a first sign or indication for a steering and, if necessary, to stop it again if the steering is not confirmed. Possible indicators for a steering can be determined on the basis of the steering angle, the steering torque, the steering speed and / or the steering acceleration. One possible indication of steering is when the steering angle is changed by more than a predefined steering angle threshold and / or when the steering torque (or steering torque increase) reaches or exceeds a predefined torque threshold and / or when the steering speed is a predefined one Speed threshold reached or exceeded. By canceling the evasion assistance in case of non-affirmation of the articulation, the threshold values for activating the evasive assistance can be set relatively low so that the evasive assistance can already be activated at a relatively early point in time.

This is in 4 illustrated. 4 shows the course 403 the steering speed 402 over time 401 in the initial phase of an evasive maneuver. The starting point is a "normal" ride in a lane. Once the steering speed 402 a first speed threshold 404 reached, the escape assistance can be activated (ie at the time 405 ). By reaching or exceeding the second speed threshold 406 (possibly within a predefined time interval) at the time 407 the articulation is confirmed, so that the evasion assistance continue to stay active. Will be the second speed threshold 406 (if necessary, within the predefined time interval) is not reached, then there is no confirmation of the articulation. This can then lead to a cancellation of the evasion assistance.

4 illustrates that it is possible by the two-stage activation / deactivation of the escape assistance, a relatively low threshold 404 to use, and thus the timing 405 the activation of the evasion assistance to relocate a relatively early time of the evasive maneuver. As a result, the driver of the vehicle can already be assisted in the early initial phase of the evasive maneuver, resulting in improved guidance along the selected avoidance trajectory 111 . 112 is possible.

As in 4 illustrated can be a non-confirmation of the articulation, when the driver stops the articulation process. An indication of the termination of a steering operation is that the steering speed is the second speed threshold 406 not reached or not exceeded. A termination of the Anlenkvorgangs can z. B. at a short course correction of the vehicle 101 available.

However, a non-confirmation of the articulation can also be present if the driver steers excessively violently. In particular, there may be a non-confirmation when the steering angle reaches or exceeds a certain maximum steering angle threshold. Furthermore, there may be a non-confirmation when the steering speed 402 reaches or exceeds a certain maximum speed threshold.

Alternatively or additionally, there may be a non-confirmation of the articulation, if the steering operation is not continued quickly. In particular, there may be a non-confirmation when the steering torque or the steering speed 402 decreases sharply or becomes very small and / or the sign changes. Furthermore, there may be a non-confirmation when the steering speed 402 not within a predefined time interval from activation of the alternate assistance the second speed threshold 406 (ie a confirmation threshold).

Alternatively or additionally, there may be a non-confirmation of the articulation, if there is another indication for the termination of the evasive maneuver (eg a strong braking or acceleration).

As already stated above, the steering can be in a stable vehicle 101 be detected on the basis of steering torque changes and / or based on changes in steering angle (steering speeds). The use of change quantities or delta sizes makes it possible to detect an articulation in curves. For this purpose, the mean values of the steering angle or of the steering torque can be subtracted. A stable vehicle is typically present when there are no steering torque peaks and / or steering speed peaks. Furthermore, there is typically a stable vehicle when the yaw rate and / or lateral acceleration and / or the steering angle are approximately constant. The detection of an indication of a dynamic vehicle may lead to a cancellation or non-activation of the evasive assistance (their.

It is thus a device (in particular a control unit 201 ) for evasive assistance, which is set up the environment of a vehicle 101 to capture and the condition of the vehicle 101 to investigate. The device can via an actuating unit 206 generate additional steering forces or driving dynamics interventions of similar effect. Fallback assistance assists the driver in performing an avoidance operation in collision critical situations. In this case, the assistance can begin at a first indication or indication of an articulation of the driver. However, the assistance can be canceled again if the steering is not confirmed. This allows a timely activation of assistance. In particular, the assistant can already assist the driver in this way.

As already stated above, it is typically important for the whole evasive maneuver that the beginning of a driven avoidance maneuver is as accurate as possible to the selected avoidance trajectory 112 equivalent. However, it is particularly difficult for the driver to provide the steering movement at the beginning of the evasive maneuver for a desired evasion trajectory, since due to the driving dynamics characteristics of the vehicle 101 , the yaw reaction in the highly dynamic range is delayed. An assistance is thus needed especially at the beginning of the avoidance process, especially since avoidance operations are relatively rarely driven, and thus are unfamiliar to the driver. In order to rule out that repeated interventions by the evasion assistant lead to vehicle vibrations, it is proposed in this document to insert an intervention break after the execution of an evasive assistance so that vehicle vibrations can decay. 5a shows the from the control unit 201 determined evasion trajectory 112 and an evasion trajectory actually driven by the driver 512 typically from the determined and selected avoidance trajectory 112 differs. The driven evasion trajectory 512 (or the driven evasive maneuver) leaves subdivide into a variety of phases. In particular, the evasive maneuver includes a first phase (or an initial phase) in which the driver drives the vehicle 101 into the evasion trajectory 512 steers in to the obstacle 102 dodge. Furthermore, the evasive maneuver includes a second phase (or end phase) in which the driver drives the vehicle 101 returns back to the original direction.

5b shows an exemplary subdivision of an evasive maneuver in a variety of phases. In 5b is the first phase 521 so defined that the first phase 521 includes the deflection movement, in which the heading angle 506 increased. The second phase 522 is defined as the second phase 522 includes the return movement, in which the heading angle 506 again reduced. Alternatively or additionally, the phases 521 . 522 be defined such that the steering angle 502 or the steering acceleration in the first phase 521 has a first sign (relative to the starting position before initiation of the evasive maneuver), and that the steering angle 502 or the steering acceleration in the second phase 522 has a second sign (relative to the starting position before the initiation of the avoidance maneuver), wherein the first and second signs are opposite.

The control unit 201 can be set up during the first phase 521 to cause an intervention in the steering, which is greater than in the second phase 522 , In other words, during the first phase 521 the escape assistance can be done with a higher intensity than in the second phase 522 , In particular, in the first phase 521 from the steering assistance unit 206 a maximum steering assistance can be applied. In the second phase 522 then a reduced steering assistance can be applied. This is exemplary in 5b shown. 5b shows the course 505 the intensity of steering assistance 501 depending on the time 401 or as a function of the distance traveled by the vehicle 101 , In the timing, typically, the planned lateral acceleration and in the local control, the planned location is maintained (ie, controlled), even if the actual longitudinal speed of the vehicle deviates from the planned longitudinal speed of the vehicle. After activating the Dodge Assistance at the time 405 will be the steering assistance in the first phase 521 with maximum intensity 501 applied. From the transition to the second phase 522 the intensity of the steering assistance is then continuously reduced.

The modulation of intensity 505 The steering assistance allows maximum support of the avoidance maneuver in the critical initial phase with simultaneous harmonic transfer to the driver.

5b shows another third phase 523 an evasive maneuver. In the third phase 523 an intervention break can be inserted. In particular, in the third phase 523 the activation of the alternative assistance is prevented. This can be beneficial to the vehicle 101 to calm down.

The one from the steering assistance unit 206 applied steering assistance may include additional steering torque, auxiliary steering angle and / or additional yaw moments of driving dynamics actuators (such as brake, front-drive / rear-drive steering, roll stabilization, etc.).

As stated above, the first phase 521 a deflection movement and the second phase 522 comprise a return movement. The deflection movement and the return movement can affect the desired steering movement for the particular avoidance trajectory 112 Respectively.

As previously stated, the alternate assistance is then designed to assist the driver in the vehicle 101 if possible on the determined evasion trajectory 112 to drive. The assistant typically acts depending on the deviation of the actual trajectory 512 to the particular evasion trajectory 112 , If the driver is not sufficiently in the direction of avoidance trajectory 112 steers, so the steering operation is enhanced by the evasion assistance. When the driver of the avoidance trajectory 112 steers away, so the steering operation is damped by the evasive assistance. It is from the control unit 201 the avoidance trajectory from a variety of determined evasion trajectories 111 . 112 selected, which corresponds to the chosen steering direction of the driver.

As stated above, the control unit is 201 set up one or more evasion trajectories 111 . 112 to investigate. A determined evasion trajectory 112 should offer the driver as much security as possible. Furthermore, the avoidance trajectory should 112 correspond to a trajectory that the driver himself would typically and / or like to drive. This ensures that the actual trajectory actually driven by the driver 512 relatively exactly the previously determined avoidance trajectory 112 equivalent.

An evasion trajectory 112 an obstacle 102 requires more lateral acceleration, the less space next to the obstacle 102 is, ie the closer the vehicle 101 at the obstacle 102 has to pass, ie the earlier the driver steer back got to. The lateral acceleration can thus be tended to be reduced by the vehicle 101 the obstacle 102 with the largest possible lateral distance (also referred to as arc distance) bypasses. On the other hand, it should be noted that a late "back steering" (ie a lateral acceleration reversal), z. B. only after the obstacle 102 , the lateral acceleration is not further reduced, but only the space next to the obstacle 102 elevated. It is therefore not advantageous for the vehicle 101 with a distance too far the obstacle 102 to drive around. Therefore, this document proposes an evasion trajectory 112 to determine such (eg the end point of the avoidance trajectory 112 to be determined in such a way) that with little space beside the obstacle 102 the available space is fully utilized (to reduce the lateral acceleration). On the other hand, with relatively much space next to the obstacle 102 the evasion trajectory 112 with a predefined maximum distance to the obstacle 102 be planned because a distance exceeding the maximum distance would not lead to a significant reduction of the lateral acceleration. Between these two scenarios, a steady transition can take place. The one for the determination of evasion trajectory 112 underlying distance 531 to the obstacle 102 is in 5a shown schematically. This lateral distance 531 typically represents a target distance achieved when the vehicle is approaching 101 parallel next to the obstacle 102 located. Furthermore, a safety margin can still be considered, because the vehicle 101 should comply if it is along the trajectory 112 at the obstacle 102 passes by. The safety distance is in 5a with the reference character 532 shown.

In other words, the distance 531 An obstacle that is used to determine an avoidance trajectory can correspond to the available distance as long as the available distance is smaller than the predefined maximum distance. Once the available distance exceeds the predefined maximum distance, the distance may be 531 be set to the maximum distance. This is in 6 exemplified. 6 shows the distance 531 for determining an evasion trajectory 112 depending on the available distance 601 , The predefined maximum distance 602 is also shown. 6 shows in dotted form an alternative course of the distance 531 for determining an evasion trajectory 112 , In this case, in a transition area, the distance 531 chosen smaller than the available distance, even for available distances smaller than the predefined maximum distance 602 are. The dotted curve can better simulate a driver's typical behavior since the driver typically weights the available space with the required lateral acceleration of the trajectory to balance out uncertainties in measurement and unsafe road friction coefficients.

The maximum distance 602 can be a fixed value regarding the obstacle 102 (eg a fixed lane width). Alternatively, the maximum distance 602 a fixed value with respect to the vehicle 101 (eg a fixed width of a neighboring lane). The maximum distance 602 may also depend on how far (across) the obstacle 102 must be avoided. Furthermore, the selected distance 531 depend on the criticality and / or the required lateral acceleration of the evasive maneuver.

The choice of distance described above 531 for determining an evasion trajectory 112 leads to an evasion trajectory 112 that would typically be desired by a driver. So can the largest possible coverage of actually driven trajectory 512 and determined evasion trajectory 112 be achieved.

An evasive maneuver can be assisted by further action to the vehicle 101 as stable and safe as possible on the obstacle 102 to be able to lead past. In particular, a vehicle controller (eg, a vehicle dynamics controller such as an electronic stability system) may be placed in a (possibly strong) stabilizing mode. The (possibly strong) stabilizing mode of the vehicle controller is typically not a restricted mode. The stabilizing vehicle controller mode can be activated immediately upon detection of a critical situation, ie already before the start of an evasive maneuver. In addition, at the beginning of the avoidance maneuver comfort functions of the vehicle 101 be switched off. In situations without concrete alternative (clearance and evasive maneuver is mobile), the activation of a stabilizing mode can only take place when the start of the fallback is detected safely.

Alternatively or additionally, automatic braking interventions and / or other active safety functions can be prevented or aborted or reduced during the start of the evasion. Such automatic brake interventions and / or other active safety functions can be prevented or canceled or reduced, in particular, if the initiation of an evasive maneuver by the driver has been confirmed by a second indication. This ensures that such functions are available as long as possible. Security functions can be z. B. include a collision warning with brake intervention or cyclist / pedestrian protection systems.

As stated above, the control unit 201 set up, upon detection of an obstacle 102 an evasion trajectory 112 to investigate. In particular, upon detection of the driver's articulation based on the existing maneuver space around the obstacle 102 around an evasion trajectory 112 be calculated. Furthermore, the driver can be supported, the evasion trajectory 112 actually to drive. In this case, the avoidance trajectory to the expected environment and the planned longitudinal acceleration of the vehicle 101 (eg unbraked). As already stated, the environmental detection can be based on environment sensors 202 (eg with a radar and / or with a video camera or with comparable sensors).

This is the evasion trajectory 112 calculated so that the vehicle 101 at a certain distance 531 around the obstacle 102 to be led. For this, the bypass point, ie the expected collision point without avoiding, can be predicted. This can z. B. an unchanged (possibly constant) movement of the obstacle 102 and an unrestrained movement of the vehicle 101 be accepted. The predicted turning point may be updated during the approach based on the surrounding data. The safety distance 532 and / or the lateral distance 531 to the obstacle 102 can help identify the evasion trajectory 112 be firm (eg by taking into account a constant transverse position of the obstacle 102 regarding the lane of the vehicle 101 ), and / or the object prediction, and / or be dependent on the prediction uncertainty. For example, the distance 531 be increased as the prediction uncertainty increases. Furthermore, the safety distance 532 consider the vehicle width and / or a control quality of the Dodge Assistant.

The evasion area (maneuver room) next to the obstacle 102 must typically have a minimum width to avoid an evasion trajectory 112 to be able to determine. The evasive area can be the lanes of the vehicle 101 consider. Furthermore, the evasion area to the recognized roadside 106 or have a specific safety distance to other vehicles. This specific safety margin may be fixed or contain the object prediction or be dependent on the prediction uncertainty.

An evasion assistance can be prevented if the evasion area is occupied or too narrow. Alternatively or additionally, an alternative assistance can be prevented if another obstacle (eg a pedestrian or another vehicle) is to be expected in the escape area, or if there are side vehicles or vehicles overtaking from the rear.

Furthermore, an evasive assistance can be prevented if the vehicle drives with a relatively high driving dynamics and / or if the determined avoidance trajectory 112 can not be safely moved on the currently recognized coefficient of friction.

An alternate assistance can be aborted if the driver aborts the steering operation, has exceeded the vehicle dynamics limit (eg due to a covered steering), accelerates strongly and / or brakes hard.

By taking into account a predicted turning point, the most realistic avoidance trajectory possible 112 be determined. Furthermore, it can be ensured by the above-mentioned measures that one, the determined avoidance trajectory 112 The following evasive assistance is interrupted if there are indications that the predicted turning point is no longer correct. As a result, the security of the evasion assistance can be increased.

The support of the evasive maneuver, ie, in particular, via the support unit 206 , Applied additional steering torque, can be from the driving dynamics of the vehicle 101 be made dependent. The backup assistance should be the driver of the vehicle 101 help with the vehicle. In other words, the evasive assistance is intended to assist the driver in regulating the system distance, which consists of the steering, the vehicle and the vehicle movement.

7a represents exemplary state variables of a vehicle 101 represents the driving dynamics of a vehicle 101 during an evasive maneuver can be described. A steering angle or a steering angle 701 typically causes a lateral acceleration 702 of the vehicle 101 , The relationship between lateral acceleration 702 and steering angle 701 for example, by a vehicle model (eg, by a single-track model) 711 of the vehicle 101 to be discribed. By integration 712 the lateral acceleration 702 results in a heading angle (or a lateral velocity) 703 of the vehicle 101 and through integration 713 the heading angle (or the lateral velocity) 703 there is a filing 704 or a transverse offset of the vehicle 101 (relative to a starting position).

This document proposes one or more of the above state variables, and in particular the steering angle 701 to be taken into account in the determination / regulation of the steering torque to be applied (ie the additional torque caused by the assistance). This allows an applied steering torque in a precise manner and with a reduced phase delay can be determined. In particular, a deviation of the vehicle 101 from the determined evasion trajectory 112 determined on the basis of the state variables such as delta lateral deviation, delta lateral velocity or heading angle, lateral acceleration or curvature deviation and / or deviation of the steering angle from the required steering angle. The thus determined deviation of the vehicle 101 from the determined evasion trajectory 112 can then be used to determine the applied steering torque.

7b shows an exemplary control circuit for determining, by the steering assistance unit 206 applied, steering torque can be used. Based on the sensors 205 . 762 . 763 . 764 can be the actual state variables 741 . 742 . 743 . 744 be recorded. In particular, by the steering sensor 205 the actual steering angle 741 be detected by a yaw sensor 762 can be an actual lateral acceleration 762 be detected by a speed sensor 763 may be an actual heading angle (or an actual lateral velocity) 743 and by a position sensor 764 an actual cross-shelf can be captured. One or more of the actual state variables 741 . 742 . 743 . 744 Optionally, you can also use one or more measured actual state variables 741 . 742 . 743 . 744 calculated (eg according to the model 7a ).

On the other hand, from the determined avoidance trajectory 112 a target filing 724 , by derivation 733 a desired heading angle (or a desired lateral velocity) 723 , by derivation 732 a desired lateral acceleration 722 and by an inverted single track model 731 a desired steering angle 721 be determined. Delta values or deviations can then be determined from the respective desired and actual state variables. The respective deviations can be in a summation unit 751 be summed to a deviation of the vehicle 101 from the determined evasion trajectory 112 to determine. From this deviation can then in the control unit 752 a control signal for the steering assist unit 206 be determined. In particular, it can be determined which steering torque (ie which additional torque) from the steering assistance unit 206 is to raise. Thus, the driver's assistance can be carried out according to a (possibly weighted) sum of the deviations of the individual state variables. Strong deviations may lead to a termination of support.

As stated above, the desired lateral velocity (ie, the desired heading angle) and the desired lateral acceleration can be obtained by deriving the desired transverse deviation of the determined avoidance trajectory 112 be determined. The required target steering angle 721 for the avoidance trajectory can be using the stationary single-track model from the target lateral acceleration 722 be calculated. In particular, the required target steering angle 721 for the evasion trajectory 112 with the aid of the inverted one-track model (eg second order) from the desired lateral acceleration 722 be calculated to take into account the driving dynamics of the vehicle with. The required target steering angle for the avoidance trajectory 112 If necessary, some time steps may already be used in advance to complete the phase by steering the vehicle 101 (or by the driver) arises to compensate.

The current nominal cross values 724 . 723 . 722 . 721 The avoidance trajectory can be determined as a function of the distance traveled (eg by means of odometry). The current actual cross values can, if the Umweisfassung 202 provides no reliable values, also from the odometry (ie from the inertial vehicle sensors, compared with existing environmental data) are determined.

The consideration of the various state variables in determining a degree of support for an evasive maneuver allows the degree of assistance to be precisely tailored to the deviation of the actual trajectory 512 from the determined evasion trajectory 112 adapt. This can ensure that the driver is more likely to drive the vehicle 101 along the determined evasion trajectory 112 leads.

As already stated above, the avoidance trajectory becomes 112 Preferably as smooth as possible and determined with low lateral acceleration. The determined evasion trajectory 112 Moreover, it is preferably designed in such a way as to implement the evasion trajectory 112 no steering angle vibrations are applied. Furthermore, the avoidance trajectory 112 preferably determined so that the vehicle 101 is stable at the end of the evasive maneuver (eg with constant lateral acceleration and constant steering angle).

The additionally applied by the evasion assistance steering torque can be such that by the additional steering torque of the compensation trajectory 112 Required steering angle (and the required lateral acceleration) is built faster (than without support) and that then upon withdrawal of the steering torque, the driver is animated for speedy return steering. Instead of the steering torque and comparable driving dynamics interventions can be used. The course of the steering torque may include a scaled standard course (eg trapezoidal). Alternatively, the course can be linearly dependent on the assistance requirement. Instead of the amplifying steering torque may possibly also be provided a (typically small) counter-moment.

The course of the steering torque can be adapted to the required support needs (ie to the driver action taken in relation to the existing maneuver space around the obstacle 102 around). The required support requirement can be determined by comparing actual steering angle with a required target steering angle for a dynamic evasion trajectory. The required target steering angle for a dynamic avoidance trajectory can be determined by taking into account the dynamic vehicle behavior (eg by an inverted single-track model 731 ).

The control unit 201 can be configured to detect too much steering of the driver. In response, an additional damping steering torque may be applied so as to assist the driver not to have too much dynamics in the vehicle 101 bring to.

The o. G. Measures can be useful, in particular in the case of critical evasive maneuvers.

Typically, the evasion support is subliminal, so that the driver is not irritated or disturbed by the support. Furthermore, the backup assistance is typically not automatic and not highly automated (but only in response to a driver steering). If the driver is on the specified avoidance trajectory 112 drives, there are typically no interventions. Interventions are typically only in case of deviations from the specified avoidance trajectory 112 , The actual steering torque we mostly applied by the driver (pre-controlled). The driver is assisted by the evasive assistance especially in the readjustment of the avoidance trajectory.

The present invention is not limited to the embodiments shown. In particular, it should be noted that the description and figures are intended to illustrate only the principle of the proposed methods, apparatus and systems.

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

• EP 1735187 B1 [0002]

Claims (10)

Control unit ( 201 ) for a vehicle ( 101 ), the control unit ( 201 ) - an obstacle ( 102 ) on a current trajectory of the vehicle ( 101 ) to detect; - an evasion trajectory ( 111 . 112 ) for the vehicle ( 101 ) to avoid the obstacle ( 102 ) to investigate; - at a first time ( 405 ) a first indication for the initiation of an avoidance maneuver by a driver of the vehicle ( 101 ) to investigate; In dependence on the determined first indication and on the determined avoidance trajectory ( 111 . 112 ) to arrange a support of the evasive maneuver; - at a second time ( 407 ) to establish a second indication that there is no initiation of an evasive maneuver; the second time ( 407 ) the first time ( 405 ) follows; and - depending on the determined second indication to cancel the support of the evasive maneuver. Control unit ( 201 ) according to claim 1, wherein the first indication for initiating an evasive maneuver comprises one or more of: the amount of a steering torque change of a steering device ( 203 ) of the vehicle ( 101 ) reaches or exceeds a predefined first steering torque change threshold; The amount of a steering angle change of the steering device ( 203 ) of the vehicle ( 101 ) reaches or exceeds a predefined first steering angle change threshold; The amount of steering angle of the steering device ( 203 ) of the vehicle ( 101 ) reaches or exceeds a predefined first steering angle threshold; The amount of a steering speed ( 402 ) of the steering device ( 203 ) of the vehicle ( 101 ) reaches or exceeds a predefined first steering speed threshold ( 404 ); The amount of a steering torque on the steering device ( 203 ) of the vehicle ( 101 ) reaches or exceeds a predefined first steering torque threshold; and / or - the amount of steering acceleration of the steering device ( 203 ) of the vehicle ( 101 ) reaches or exceeds a predefined first steering acceleration threshold. Control unit ( 201 ) according to claim 2, wherein the second indication that there is no initiation of an evasive maneuver, one or more of: - the amount of a steering torque change of the steering device ( 203 ) of the vehicle ( 101 ) does not reach or exceed a predefined second steering torque change threshold; wherein the second steering torque change threshold is greater than the first steering torque change threshold; The amount of a steering angle change of the steering device ( 203 ) of the vehicle ( 101 ) does not reach or exceed a predefined second steering angle change threshold; wherein the second steering angle change threshold is greater than the first steering angle change threshold; The amount of the steering angle of the steering device ( 203 ) of the vehicle ( 101 ) does not reach or exceed a predefined second steering angle threshold; wherein the second steering angle threshold is greater than the first steering angle threshold; - the amount of steering speed ( 402 ) of the steering device ( 203 ) of the vehicle ( 101 ) does not reach or exceed a predefined second steering speed threshold ( 406 ); the second steering speed threshold ( 406 ) is greater than the first steering speed threshold ( 404 ); - the amount of steering torque on the steering device ( 203 ) of the vehicle ( 101 ) does not reach or exceed a predefined second steering torque threshold; wherein the second steering torque threshold is greater than the first steering torque threshold; and / or - the amount of steering acceleration of the steering device ( 203 ) of the vehicle ( 101 ) does not reach or exceed a predefined second steering acceleration threshold; wherein the second steering speed threshold is greater than the first steering speed threshold. Control unit ( 201 ) according to claim 3, wherein the second indication that there is no initiation of an evasive maneuver comprises that one or more of the second threshold values are not resolved within a predefined time interval from the first point in time ( 405 ) are reached or exceeded. Control unit ( 201 ) according to any preceding claim, wherein the second indication that there is no initiation of an evasive maneuver comprises one or more of: - the amount of steering angle of a steering device ( 203 ) of the vehicle ( 101 ) reaches or exceeds a predefined maximum steering angle threshold; The amount of a steering speed ( 402 ) of the steering device ( 203 ) of the vehicle ( 101 ) reaches or exceeds a predefined maximum steering speed threshold; The amount of a steering torque on the steering device ( 203 ) of the vehicle ( 101 ) reaches or exceeds a predefined maximum steering torque threshold; The amount of steering acceleration of the steering device ( 203 ) of the vehicle ( 101 reached or exceeds a predefined maximum steering acceleration threshold; and / or - the amount of the steering torque, the steering angle and / or the steering speed ( 402 ) of the vehicle ( 101 ) falls below a predefined termination threshold. Control unit ( 201 ) according to one of claims 2 to 5, wherein - the amount of the steering angle is determined on the basis of a current steering angle and on the basis of an average value of the steering angle; and / or - the amount of the steering torque is determined on the basis of a current steering torque and on the basis of an average value of the steering torque. Control unit ( 201 ) according to any preceding claim, wherein the control unit ( 201 ) - to establish a third indication that the vehicle ( 101 ) is in a dynamic state; and - depending on the third indication, to suppress or cancel the support of the avoidance maneuver. Control unit ( 201 ) according to claim 7, wherein the third indication that the vehicle ( 101 ) is in a dynamic state, one or more of: - the time course of a steering torque on a steering device ( 203 ) of the vehicle ( 101 ) has one or more tips; - the time course of the steering speed ( 402 ) of the steering device ( 203 ) of the vehicle ( 101 ) has one or more tips; The time course of a yaw rate of the vehicle ( 101 ) has a variance that reaches or exceeds a variance threshold; The time course of a lateral acceleration of the vehicle ( 101 ) has a variance that reaches or exceeds a variance threshold; and / or - the time course of a steering angle of the steering device ( 203 ) of the vehicle ( 101 ) has a variance that reaches or exceeds a variance threshold. Control unit ( 201 ) according to any preceding claim, wherein the control unit ( 201 ) is set up to cancel support of the evasive maneuver or to prevent, if - the vehicle ( 101 ) has a delay that reaches or exceeds a predefined delay threshold; and / or the vehicle ( 101 ) has an acceleration that reaches or exceeds a predefined acceleration threshold. A procedure ( 300 ) in support of a driver of a vehicle ( 101 ) in an evasive maneuver, the method comprising - detecting ( 301 ) of an obstacle ( 102 ) on a current trajectory of the vehicle ( 101 ); - Determine ( 302 ) an evasion trajectory ( 111 . 112 ) for the vehicle ( 101 ) to avoid the obstacle ( 102 ); - Determine ( 303 ), at a first date ( 405 ), a first indication for the initiation of an avoidance maneuver by the driver of the vehicle ( 101 ); In dependence on the determined first indication and on the determined avoidance trajectory ( 111 . 112 ), Carry out ( 304 ) a support of the evasive maneuver; - determine, at a second time ( 407 ), a second indication that there is no initiation of an evasive maneuver; the second time ( 407 ) the first time ( 405 ) follows; and - depending on the determined second indication, cancel the support of the evasive maneuver.

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