CN104973125A - Avoidance Assitance - Google Patents
Avoidance Assitance Download PDFInfo
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- CN104973125A CN104973125A CN201510152945.XA CN201510152945A CN104973125A CN 104973125 A CN104973125 A CN 104973125A CN 201510152945 A CN201510152945 A CN 201510152945A CN 104973125 A CN104973125 A CN 104973125A
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- 230000008676 import Effects 0.000 claims description 27
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- GOLXNESZZPUPJE-UHFFFAOYSA-N spiromesifen Chemical compound CC1=CC(C)=CC(C)=C1C(C(O1)=O)=C(OC(=O)CC(C)(C)C)C11CCCC1 GOLXNESZZPUPJE-UHFFFAOYSA-N 0.000 claims description 13
- 238000001514 detection method Methods 0.000 claims description 8
- 230000004044 response Effects 0.000 abstract description 4
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D15/00—Steering not otherwise provided for
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
- B60W30/095—Predicting travel path or likelihood of collision
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18163—Lane change; Overtaking manoeuvres
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G1/00—Traffic control systems for road vehicles
- G08G1/16—Anti-collision systems
- G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
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- B60W2550/10—
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Traffic Control Systems (AREA)
- Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
Abstract
The invention relates to a method and a corresponding device for assisting a driver of a vehicle during a collision avoidance maneuver. The invention describes a control unit for a vehicle. The control unit is adapted to detect an obstacle on a current trajectory of the vehicle, and to determine an avoidance trajectory for the vehicle for avoidance of the obstacle. The controller is further configured to determine a first indication of initiating an evasive maneuver by a driver of the vehicle at a first time, and to arrange a support of the avoidance maneuver for a function of the determined first indication and depending on the determined evasion. In addition, the control unit is arranged to a second indication at a second time that no evasive maneuver is present. Here, the second time follows after the first time. The control unit is then arranged in response to the determined second indication to cancel the support of the avoidance maneuver.
Description
Technical field
The present invention relates to a kind of method for support unit chaufeur in avoiding operation and the corresponding device of one.
Background technology
By the known a kind of collision avoidance system of document EP1735187B1, this collision avoidance system is at enforcement support unit chaufeur in the avoiding operation of obstacle side process.
In order to implement the avoiding operation of stable and safety importantly, particularly support chaufeur in the starting stage of avoiding operation.This depends on: particularly the starting stage of avoiding operation affects the process of the whole avoiding operation of vehicle based on the traveling dynamic characteristics of vehicle.This document describes following apparatus and method, these apparatus and method can realize supporting chaufeur in the starting stage particularly when implementing avoiding operation.
Summary of the invention
The enforcement of avoiding operation may make vehicle unstable.This document describes following apparatus and method, these apparatus and method support chaufeur like this in enforcement avoiding operation, make the swing reducing or avoid completely vehicle.
The support of avoiding operation typically dodges track according to what determine before.Particularly this support is typically devoted to: that determines before vehicle driver follows dodges track.In addition, determined track of dodging can realize about the behavior of avoiding operation assess driver.This document describes following apparatus and method, can determine that (optimum if desired) dodges track by means of these apparatus and method, in fact vehicle driver travels with high probability and may travel this and dodge track.In addition, this document describes following apparatus and method, these apparatus and method can realize the degree of such Matching supporting, and vehicle driver is travelled along determined track of dodging.
A kind of for motor vehicle control unit is described according to first aspect.Vehicle can comprise the on-road vehicle of single rut or two rut, such as car, lorry or motor bike.It is one or more that control unit can be included in the feature described in the literature.Control unit is set to the obstacle for detecting on vehicle current track.For this purpose, vehicle can by one or more environmental sensor (such as one or more pick up camera, one or more radar sensor and/or one or more laser radar sensor that is light detection and ranging sensor) testing environment data.Obstacle can detect based on environmental data.Exemplary obstacle is another vehicle and/or another traffic participant, such as pedestrian.This obstacle can be positioned on a fixed position on track of vehicle or obstacle can change its position.
Control unit is also set to for motor vehiclely dodge track for what dodge obstacle for determining.Dodge track and can comprise following (different from current track) track, this track guides on obstacle side.Control unit can be set to multiplely dodge track for determining, such as on obstacle side first track in left side and on obstacle side at second (other) track on right side.
Control unit is also arranged in use in the first index (Indiz) that the first moment determined to be imported by vehicle driver avoiding operation.Vehicle driver particularly can import avoiding operation in the following way, that is, pilot control vehicle steering device (bearing circle of such as vehicle), to make vehicle movement on a track different from current track.Control unit is set to for determining to have handled steering hardware vehicle to be brought to the index on another track for chaufeur.
One or more for what import that the first index of avoiding operation such as can comprise in following index: the steering angle value of vehicle steering device meets or exceeds the first predetermined deflection angle threshold value; The turning velocity value of vehicle steering device meets or exceeds the first predetermined turning velocity threshold value; Steering torque value on vehicle steering device meets or exceeds the first predetermined steering torque threshold value; And/or vehicle steering device turn to accekeration to meet or exceed predetermined first to turn to acceleration rate threshold; And/or the steering torque changing value of vehicle steering device meets or exceeds the first predetermined steering torque change threshold; And/or the deflection angle changing value of vehicle steering device meets or exceeds the first predetermined deflection angle change threshold.
For being imported in the possible index of avoiding operation by chaufeur, particularly turning velocity and steering torque changes that to combine be favourable, because just can realize importing avoiding operation in the moment very early by these indexs.It is also contemplated that whether travelled by " normally " or carried out turning velocity and/or steering torque change by " quiescent phase " at this, wherein, " normally " travels the curve (Verlauf) typically had about deflection angle, steering torque and/or turning velocity, occurs during the traveling comfortable in track of described curve.
Can particularly determine based on the take off data of one or more sensor for the described one or more index importing avoiding operation.Deflection angle, turning velocity, turn to acceleration/accel and/or steering torque such as can be determined by the rotation direction sensor on steering hardware.Alternatively or additionally, the speed sensor of vehicle and/or the take off data of deflection sensor can also be considered.
Control unit is also set to for dodging according to determined the support that track causes avoiding operation according to determined first index.The support of avoiding operation can import in the first moment.First index such as can represent: import the avoiding operation along direction (such as left or right) the obstacle thing determined.So can import the support for dodging track for this direction is determined.
The support of avoiding operation such as can comprise and acts on vehicle steering device according to determined track of dodging.Particularly can act on vehicle steering device with supporting like this, vehicle (along with trend) is travelled along the track of dodging determined.For this purpose, particularly additional moment (being additional to the steering torque applied by chaufeur) can be applied on vehicle steering device.The additional moment applied can dodge track to determine according to determined and apply.Alternatively or additionally, the support of avoiding operation can comprise and causing on braking force to one or more in wheel of vehicle.Vehicular turn can be realized to the drg of each wheel of vehicle by intervening.Therefore the support of avoiding operation can be carried out in vehicle driving dynamics by intervening.Particularly also can produce additional moment by such intervention.In other words, the support of avoiding operation can comprise driving dynamics intervention, causes the deflection of vehicle to react by driving dynamics intervention.The intensity of deflection reaction can be relevant with the degree of the support of avoiding operation at this.
Particularly control unit can be set to for determining in vehicle actual path and the determined difference (or degree of difference) dodged between track.The additional moment applied so can with determined difference about (or relevant with the difference degree determined).The symbol of the additional moment applied can be relevant with the symbol of difference.If deflection angle is not enough to vehicle to bring to and determinedly dodges on track, so additional moment such as can act on along the direction of the moment applied by chaufeur.Otherwise if the deflection angle caused by chaufeur exceedes for travelling the deflection angle of dodging required for track determined, so additional moment can against the moment loading applied by chaufeur.The additional moment value applied can rise along with determined deviate.If chaufeur itself travels along the track of dodging determined, so particularly additional moment can not be applied.Generally speaking, if if chaufeur turn to very few or turn to too much or chaufeur in the subordinate phase of avoiding operation excessively evening to revolution to, so can support chaufeur by the additional moment applied.
Control unit can also be arranged in use in for the second moment and determine to import the second index of avoiding operation for not existing.Followed for the first moment in this second moment.The automatic support of avoiding operation just can have been imported in the second moment.The index the first index mistake and chaufeur not being wanted to import completely avoiding operation particularly can be determined in the second moment.Control unit so can be set to the support for interrupting avoiding operation according to determined second index.
Consider two in time continuous print index can realize, use the first index of rdativery sensitive for identifying the importing of avoiding operation.The support of avoiding operation by control unit can have been started like this in the moment early.This is favourable, because the quality of the avoiding operation of actual travel particularly depends on the starting stage of avoiding operation.Particularly can realize like this, make chaufeur dodge track with greater probability along predetermined determined (optimum if desired) and travel.
Guaranteed by the second index: if if chaufeur does not import avoiding operation or chaufeur interrupts avoiding operation, so do not carry out dodging support.Particularly ensure that, chaufeur also retains the power to make decision about implementing avoiding operation and/or alternative measure.If if deflection angle does not improve further or reduces again and/or apply steering effort or steering torque along contrary direction, the interruption of avoiding operation so such as can be recognized.
For there are not import that the second index of avoiding operation can comprise in following index one or more: the steering angle value of vehicle steering device does not reach or do not exceed the second predetermined deflection angle threshold value, wherein, the second deflection angle threshold value is greater than the first deflection angle threshold value; The turning velocity value of vehicle steering device does not reach or does not exceed the second predetermined turning velocity threshold value, and wherein, the second turning velocity threshold value is greater than the first turning velocity threshold value; Steering torque value on vehicle steering device does not reach or does not exceed the second predetermined steering torque threshold value, and wherein, the second steering torque threshold value is greater than the first steering torque threshold value; And/or the turning to accekeration not reach or do not exceed predetermined second and turn to acceleration rate threshold of vehicle steering device, wherein, second turns to acceleration rate threshold to be greater than first turns to acceleration rate threshold; And/or the steering torque changing value of vehicle steering device does not does not meet or exceed the second predetermined steering torque change threshold, wherein, the second steering torque change threshold is greater than the first steering torque change threshold; And/or the deflection angle changing value of vehicle steering device does not does not meet or exceed the second predetermined deflection angle change threshold, wherein, the second deflection angle change threshold is greater than the first deflection angle change threshold.
Second index causes the support interrupting avoiding operation if desired, and the consideration of the second index particularly can realize the first threshold using (numerically) relatively little, thus the first index of rdativery sensitive may be used for the support importing avoiding operation.Such as can replace Second Threshold and use less first threshold.If do not reach Second Threshold subsequently, the support of avoiding operation can be interrupted so again.
Import the second index of avoiding operation can comprise for not existing: what do not meet or exceed in described Second Threshold in the predetermined time interval from the first moment is one or more.Avoiding operation thus the time gap of the support being provided for avoiding operation is limited to predetermined time interval, although may not be imported.Predetermined time interval can comprise such as 100 milliseconds or less time.
Alternatively or additionally, for there are not import that the second index of avoiding operation can comprise in following index one or more: the steering angle value of vehicle steering device meets or exceeds predetermined steering locking angle threshold value; The turning velocity value of vehicle steering device meets or exceeds predetermined maximum turning velocity threshold value; Steering torque value on vehicle steering device meets or exceeds predetermined maximum steering torque threshold value; And/or vehicle steering device turn to accekeration to meet or exceed predetermined maximumly to turn to acceleration rate threshold.The consideration of one or more max-thresholds can realize the not controlled behavior detecting chaufeur.Not controlled behavior like this can not be considered as the importing targetedly of avoiding operation.
Alternatively or additionally, import the second index of avoiding operation can comprise for not existing: the steering torque value of vehicle, steering angle value and/or turning velocity value are lower than predetermined outage threshold.Steering torque by reduction and/or (the bearing if desired) deflection angle by reduction are formed and can detect the importing that chaufeur wants to interrupt avoiding operation.
Determining in the index described in the literature, can based on current steering angle and based on the aviation value determination steering angle value of deflection angle.Particularly steering angle value can be determined about the aviation value of deflection angle.Can based on current steering torque and based on the aviation value determination steering torque value of steering torque by similar mode.Particularly steering torque value can be determined about the aviation value of steering torque.In other words, Delta value can be determined and it is compared with threshold value.This is favourable, because also can detect the importing of avoiding operation when turning driving like this.This is also by considering turning velocity and/or turning to acceleration/accel to realize.
Control unit can be set to for determining the 3rd index be in for vehicle under dynamical state.As other indexs, the 3rd index can be determined according to the take off data of one or more sensors of vehicle.The 3rd index be under dynamical state for vehicle can comprise the one or more peaks in following index; The time curve of the steering torque on vehicle steering device has one or more peak; The time curve of the turning velocity of vehicle steering device has one or more peak; The time curve of vehicle yaw rate has variance (Varianz), and this variance meets or exceeds (deflection efficiency) variance threshold values; The time curve of vehicle lateral acceleration has variance, and this variance meets or exceeds (transverse acceleration) variance threshold values; And/or the time curve of the deflection angle of vehicle steering device has variance, this variance meets or exceeds (deflection angle) variance threshold values.Typically, vehicle is just in again non-dynamic (" normally ") state after dynamic decay.
Control unit so can be set to for forbidding according to the 3rd index or interrupting the support of avoiding operation.Can guarantee like this, other excitation is not incorporated in vehicle by control unit.
If control unit can also be set to have for vehicle the deceleration/decel meeting or exceeding predetermined deceleration/decel threshold value; If and/or vehicle has the acceleration/accel meeting or exceeding predetermined acceleration rate threshold, so interrupt or forbid the support of avoiding operation.In other words, the automatic support of avoiding operation can be forbidden when being carried out relatively strong braking by chaufeur or accelerating operation.Such braking/acceleration operation can be evaluated as another index not wanting to import (pure if desired) avoiding operation for chaufeur.In addition it should be noted that typically should the longitudinal acceleration of essence and transverse acceleration be delivered on vehicle tyre simultaneously.
Describe a kind of method of the chaufeur for support unit in avoiding operation according to a further aspect.The method comprises the obstacle of detection on vehicle current track.The method also comprises to be determined for motor vehiclely to dodge track for what dodge obstacle.In addition, the method is included in the first index that the first moment determined for being imported avoiding operation by vehicle driver.Dodge according to determined the automatic support that track so can implement avoiding operation according to determined first index.The method was also included in for the second moment and determines to import the second index of avoiding operation for not existing.At this, the second moment followed for the first moment.The support of avoiding operation so can be interrupted according to determined second index.
Describe a kind of for motor vehicle control unit according to a further aspect.This control unit can comprise one or more feature described in the literature.Control unit is set to the obstacle for detecting on vehicle current track.This control unit is also set to determine for motor vehiclely to dodge track for what dodge obstacle for (at least).In addition this control unit is set to for determining for the index being imported avoiding operation by vehicle driver (such as above-mentioned first index).In addition this control unit is set to for dodging according to determined the support that track causes avoiding operation according to determined index.
This control unit can also be arranged in use in the degree reducing support in the process of avoiding operation.Particularly in the starting stage of avoiding operation, the degree of support can have relatively high value, and in the stage subsequently of avoiding operation, have the value reduced relative to the starting stage.Can guarantee thus, optimally implementing in avoiding operation, to support chaufeur (support particularly by strengthening in the starting stage), and (by reducing the degree of support in the subsequent stage of avoiding operation) reduces the possible coupling swung in vehicle simultaneously.In addition this can realize transferring chaufeur to glibly.The reduction of degree of support also illustrates the following fact: the environmental data of vehicle typically has relatively high reliability in the starting stage of avoiding operation, and the reliability of environmental data declines along avoiding operation.
Avoiding operation can comprise first stage and back to back subordinate phase.Particularly avoiding operation can be divided into two stages.During first stage, the course angle of vehicle can increase.In other words, during first stage, the travel direction of vehicle can be left by the travel direction motion of vehicle before importing avoiding operation.During subordinate phase, the course angle of vehicle can reduce.In other words, during subordinate phase, the travel direction of vehicle can import the motion of the travel direction before avoiding operation towards vehicle again.
Alternatively or additionally, the deflection angle of vehicle steering device can have the first symbol (about importing the initial steer angle before avoiding operation) in the first phase.In addition, the deflection angle of vehicle steering device can have the second symbol (about importing the initial steer angle before avoiding operation) in subordinate phase.May be contrary at this first and second symbol.Particularly first stage and subordinate phase can be distinguished mutually by the reversion of deflection angle symbol.Alternatively or additionally, vehicle lateral acceleration can have the first symbol in the first phase and in subordinate phase, have the second symbol, and wherein, the first symbol and the second symbol are contrary.
After subordinate phase be and then typically have a process relatively little, for " normally travel " typical divertical motion.
The degree supported (such as in the starting stage of avoiding operation) can be greater than in subordinate phase (such as in the ending phase of avoiding operation) in the first phase.Particularly, the degree of support can have maxim in the first phase.In addition the degree supported can reduce continuously in subordinate phase by maxim.The support and the optimum transferred between chaufeur that can be provided in avoiding operation are like this compromised.
Control unit can also be arranged in use in (if desired closely) in the stage and at least forbid the support of another avoiding operation for predetermined time interval after enforcement avoiding operation.Swing or excitation may be coupled in vehicle by implementing avoiding operation.Forbid that the support of another avoiding operation of and then last avoiding operation can be guaranteed: the automatic support only realizing avoiding operation when there is stable vehicle.
As mentioned above, the support of avoiding operation can comprise and being applied on vehicle steering device by additional moment.The level of this additional moment or numerical value relevant with the degree of support.In other words, control unit reduces the value of the additional moment applied during can being arranged in use in and implementing avoiding operation, thus can apply the additional moment of maximum possible if desired in the starting stage, and (if desired continuously) reduces possible additional moment in the subordinate phase of avoiding operation.
Control unit can be set to for determining in vehicle Actual path and the determined deviation (or degree of deviation) dodged between path.The actual additional moment applied also can be relevant with determined deviation.Such as can by the additional moment of the degree determination maximum possible of support.Alternatively or additionally, the proportionality coefficient about the additional moment that will apply can be determined by the degree supported.As described in the literature, the additional moment of maximum possible and/or the coefficient in the different phase of avoiding operation can be changed.So can according at vehicle actual path and determinedly dodge determined deviation between track and determine the additional moment of actual applying within the scope of additional moment possible in the current generation of avoiding operation and/or when using the current generation actv. coefficient for avoiding operation.
Describe a kind of method of the chaufeur for support unit in avoiding operation according to a further aspect.The method comprises the obstacle of detection on vehicle current track.The method also comprises to be determined for motor vehiclely to dodge track for what dodge obstacle.In addition, the method comprises the first index determined for being imported avoiding operation by vehicle driver.In addition, the method comprises according to determined index and dodges according to determined the support that track implements avoiding operation.Particularly, the support of avoiding operation only just can be implemented when existing and having imported the index of avoiding operation for chaufeur.Degree or the intensity of support can be reduced in process at avoiding operation at this.
Describe a kind of for motor vehicle control unit according to a further aspect.This control unit can comprise one or more feature described in the literature.Particularly control unit is set to the obstacle for detecting on vehicle current track.In addition this control unit is also set to for also determining available distance (width of such as free space) for dodging track except obstacle.Available distance can comprise for motor vehicle operational space width.Particularly can dodge for left side and/or right side the available range that track determines on obstacle side in left side and/or right side at this.
Available range on obstacle side can with following in one or more about: the road travelled by this vehicle or the road edge in track or edge, track; The predicted position of other traffic participants one or more (such as other vehicles or pedestrians); And/or with obstacle or with road edge or the safety distance with other traffic participants.Safety distance this can relevant with uncertainty in traffic (typically, safety distance along with uncertainty in traffic rise and rise).In addition, safety distance can with measurement quality and/or object motion (typically, cross motion is than being more difficult to predict along moving of travel direction) and/or relevant for the quality of regulation of the regulating control providing the support of avoiding operation.
Control unit is also set to for motor vehiclely dodge track for determining, this is dodged track and has theoretical on obstacle side.At this, the theoretical for (at least) available range can be less than a predetermined ultimate range, and (maximum if desired) equals available distance.In addition, the theoretical for (at least) available range can be greater than this predetermined ultimate range, and (maximum if desired) equals ultimate range.In other words, the theoretical for available range can be less than predetermined ultimate range, be less than or equal to available range.In addition, the theoretical for available range can be greater than predetermined ultimate range, be less than or equal to ultimate range.If particularly theoretical is less than predetermined ultimate range, so theoretical can equal available range.This goes for all available ranges being less than predetermined ultimate range.In addition, if available range is more than or equal to predetermined ultimate range, so theoretical can equal ultimate range.This goes for all available ranges being more than or equal to predetermined maximal distance.
Consider that above-mentioned theory distance can realize determining to dodge in track, determine to have the safe avoidance track that transverse acceleration little as far as possible also determines to have the utilization little as far as possible of road pavement friction valve then.In addition can determine to dodge track by the afore mentioned rules of theoretical, this dodges track with high probability corresponding to the track desired by chaufeur.Track desired by chaufeur can be determined in the scope of trier's research.Can to detect and analyzing and processing dodges track by chaufeur actual travel for this reason.Dodge track can determine by one or more parameters of the track of chaufeur " expectation " based on what detect.Described one or more parameter statistically determined can take in when determining to dodge track.
By consider above-mentioned theory distance can reach (fifty-fifty) actual path with determined dodge height between track consistent also therefore reach low degree the effect to steering hardware and/or low degree required for chaufeur cross control.Therefore optimally chaufeur can be supported when implementing avoiding operation.
As mentioned above, control unit can also be set to for determining for the index being imported avoiding operation by vehicle driver (such as the first index).In addition can dodge according to determined the support that track causes avoiding operation according to determined index.
Ultimate range can be relevant with one or more features of vehicle.Particularly ultimate range can be relevant with the lane width of vehicle.Alternatively or additionally, ultimate range can be relevant with (needing if desired) transverse acceleration of vehicle.Alternatively or additionally, ultimate range can be relevant relative to the lane shift amount of obstacle with vehicle.
As mentioned above, the support of avoiding operation can comprise and acts on vehicle steering device according to determined avoiding operation.Alternatively or additionally, what the support of avoiding operation can comprise in following measures is one or more: coupling vehicle regulating control is for raising vehicle stability (such as electronic stability program); And/or forbid, interrupt and/or reduce autobrake intervention (such as braking operatorless device).The safety when implementing avoiding operation can be improved like this.
Control unit can be set to the position of the change for predicting obstacle.The position of obstacle may change from the moment detecting obstacle.The position that particularly control unit can be set to for carrying out cognitive disorders thing based on environmental data changes relative to vehicle location.In addition can predict that vehicle is in one or more positions in the future.Such as can predict the track of obstacle.Control unit can be set to for the position according to prediction and/or determine to dodge track according to the obstacle track of prediction.Also the safety distance with the predicted position of obstacle can be considered at this.Safety distance can rise along with prediction uncertainty at this and rise.By considering that the position of prediction can be guaranteed, the determined safe avoidance of dodging track and can realize obstacle.In other words, in order to avoid vehicle causes the collision with obstacle dodging the traveling on track, determine to dodge the future that also can consider obstacle in track except the current location of obstacle if desired that is the position of prediction.
Control unit can also be set to for: if such as available range (on obstacle side) is less than or equal to predetermined ultimate range; If and/or to dodge on track detection what determine or predict another obstacle, so forbid the support of avoiding operation.Can guarantee like this, only carry out the automatic support of safe avoidance operation.
Describe a kind of method for support unit chaufeur in avoiding operation according to a further aspect.The method comprise the obstacle of detection on vehicle current track and determine on obstacle side for dodge track can distance.So can determine that having for motor vehicle of the theoretical on obstacle side dodges track.At this, if theoretical is less than predetermined ultimate range, so theoretical can equal available range; If theoretical is more than or equal to predetermined ultimate range, so theoretical can equal ultimate range.
The method also comprises the index determined for being imported avoiding operation by vehicle driver, and according to determined index and according to determined support of dodging track enforcement avoiding operation.
Describe a kind of for motor vehicle control unit according to a further aspect.This control unit can comprise one or more feature described in the literature.Control unit can be set to the obstacle for detecting on vehicle current track.In addition control unit can be set to for motor vehiclely dodge track for what dodge obstacle for determining.In addition control unit can be set to the index for determining for being imported avoiding operation by vehicle driver.
Control unit is also set to for dodging based on determined the theoretical steering angle that track determines vehicle steering device.In addition the actual steering angle of vehicle steering device can be determined.Actual steering angle can be detected by rotation direction sensor.Rotation direction sensor can be arranged on the diverse location in vehicle.Such as rotation direction sensor can be arranged on steering wheel for vehicle, on Vehicular turn intermediate rod and/or on wheel position.
Control unit so can cause the support of avoiding operation according to determined index, theoretical steering angle and actual steering angle.In other words, theoretical steering angle and actual steering angle can take in the automatic support of avoiding operation.The degree particularly supported can be relevant with actual steering angle with theoretical steering angle.
In the automatic support of avoiding operation, consider that theoretical steering angle and actual steering angle can realize: evaluation error before forming the lateral acceleration error of essence, course angle error and/or course deviation error (Ablagefehler).Directly feed back to chaufeur for such deviation.Therefore phase delay (or time delay) possible between the current state and the support of applying of avoiding operation can be reduced.Particularly so also can reliably and phase place as one man (phasenkonsistent) support mobility operation highly dynamically.This is external determines also can consider lateral acceleration error, course angle error and/or course deviation error in the automatic support of avoiding operation.
Control unit can also be set to for determining vehicle actual path (namely the actual path of vehicle) and the determined degree dodging the deviation of track based on theoretical steering angle based on actual steering angle.The consideration of deflection angle can realize reducing phase delay at this.The degree of support of avoiding operation so can be determined according to determined extent of deviation.Optimally avoiding operation can be supported like this in each moment.
If actual steering angle is greater than theoretical steering angle, the additional moment cushioning chaufeur divertical motion so such as can be applied.In other words, the steering torque of additional buffering can be adjusted in excessively strong turning to, thus this steering torque help chaufeur not by unnecessary many powered belt in vehicle.Alternatively or additionally, if actual steering angle is less than theoretical steering angle, the steering torque supporting divertical motion so can be applied.In other words, if chaufeur does not turn to fast enough, so can provide the steering torque of reinforcement, this steering torque helps chaufeur to form deflection angle fast enough.In addition additional moment can be applied in the subordinate phase of avoiding operation, this additional moment excitation chaufeur counter steer in time.
Control unit can be arranged in use in determined dodging on track or along determined and dodge the support not implementing avoiding operation in the traveling of track.Particularly can not apply additional moment in this case.
As mentioned above, the support of avoiding operation can comprise and being applied on vehicle steering device by additional moment.Additional moment value can be relevant with determined extent of deviation.In addition additional moment value can be relevant with the adjustment stationarity of the regulating control for supporting avoiding operation.
Control unit can be set to for also based on the one or more degree determining deviation in the following state parameter of vehicle: the theoretical transverse acceleration of vehicle and actual transverse acceleration; The theoretical cross velocity of vehicle and actual cross velocity; The theoretical course angle of vehicle and course made good angle; And/or the theoretical lateral excursion of vehicle and actual lateral excursion.The degree of deviation so can be determined based on the weighted average of multiple state parameters of vehicle, and wherein, deflection angle also can be considered as the state parameter of vehicle.
Control unit can be arranged in use in when using telemetry determines one or more described state parameter, particularly actual transverse acceleration, actual cross velocity or course made good angle and/or actual lateral excursion.State parameter can be determined in an efficient way like this.
Control unit can be set to for dodging track determination theoretical steering angle by means of the auto model (such as by means of single rut model (Einspurmodell) and/or actr model) reversed by determined.The single rut model reversed can be similar to by presetting commeasurable method if desired.Particularly can by determined track of dodging in each moment and/or determining theoretical lateral excursion on each position of dodging track, thus dodging on track of vehicle being in determine.By theoretical cross velocity (or theoretical course angle) can be determined thus to the time and/or to the differentiate of displacement, and by theoretical transverse acceleration can be determined thus to the time and/or to the differentiate again of displacement.So single rut model of the reverse of vehicle can realize calculating theoretical steering angle by theoretical transverse acceleration.The all theory state parameters of track determination vehicle can be dodged like this by determined.
Control unit can be set to the degree of support for regulating avoiding operation based on the difference between theoretical steering angle and actual steering angle.Can use for this reason and a kind of regulate algorithm (such as P (ratio), I (integration) and/or D (differential) regulating control and/or there is the state regulator of monitor).The degree of support of avoiding operation particularly can be regulated according to determined extent of deviation.Therefore the difference of the one or more other state parameter of vehicle can be considered.Can guarantee like this to dodge locus guiding vehicle along determined.Control (ü bersteuern) can be crossed by chaufeur at any time typically via the measure be applicable in the support of this avoiding operation.
During control unit can also be arranged in use in avoiding operation, theoretical steering angle and actual steering angle (and if desired other state parameters) are determined for a series of moment.The degree of support of avoiding operation can be mated according to determined theoretical steering angle and the actual steering angle determined.Especially can each moment Matching supporting degree in the moment of this series (such as when using the adjustment described in the literature).
Control unit can be set to for dodging track determination theoretical steering angle based on phase shift.Particularly determined track of dodging can move forward in time relative to the track in fact travelled.By movement like this dodge the theoretical steering angle that track determines therefore can corresponding to the theoretical steering angle postponed in time.Can consider and compensate the time of run in the support that will apply calculating avoiding operation by phase shift.Therefore the quality of support can be improved.
Describe a kind of method for support unit chaufeur in avoiding operation according to a further aspect.The method comprises the obstacle of detection on vehicle current track; And determine for motor vehiclely to dodge track for what dodge obstacle.The method also comprises the index (such as the first index) determining being imported avoiding operation by vehicle driver.In addition the method also comprises and dodges based on determined the theoretical steering angle that track determines vehicle steering device; And also comprise the actual steering angle (such as based on the take off data of one or more sensors of vehicle) determining vehicle steering device.The automatic support of avoiding operation so can be implemented according to determined index, theoretical steering angle and actual steering angle.
Describe a kind of vehicle (such as car, lorry or motor bike) according to a further aspect, this vehicle is included in the control unit described in the literature.
Describe a kind of software (SW) program according to a further aspect.This SW program can be arranged in use in (such as on controller of vehicle) on treater and perform; And perform one or more method described in the literature thus.
According to a further aspect, a kind of storage medium is described.Storage medium can comprise SW program, and this SW programming is for performing on a processor; And perform one or more method described in the literature thus.
Be noted that the methods, devices and systems described in the literature not only can individually but also can use in conjunction with other methods, devices and systems described in the literature.In addition can by the methods, devices and systems described in the literature each in mutually combine in diversified mode.Particularly the feature of claim can be combined in many ways mutually.
Accompanying drawing explanation
The present invention is further described hereinafter according to each embodiment.In figure:
Fig. 1 shows the exemplary cases for avoiding operation;
Fig. 2 shows the block scheme of the selected component of vehicle;
Fig. 3 shows the diagram of circuit of the illustrative methods for supporting avoiding operation;
Fig. 4 shows the exemplary curve of turning velocity in avoiding operation;
Fig. 5 a shows one and exemplary dodges track;
Fig. 5 b shows and avoiding operation is exemplarily divided into multiple stage;
Fig. 6 shows for determining the exemplary characteristic curve with the plan distance of obstacle;
Fig. 7 a shows the exemplary model of the state parameter of vehicle in avoiding operation; And
Fig. 7 b shows the exemplary elements of the control unit for supporting avoiding operation.
Detailed description of the invention
As stated in the beginning, the literature relates to a kind of method for support unit chaufeur in avoiding operation and the corresponding device of one.Fig. 1 illustrates and a kind ofly exemplary dodges situation.Vehicle 101 (also referred to as this vehicle) drives towards obstacle 102 (such as relatively slowly or another static vehicle) on the track 104 of road 103.The possibility of braking may be there is, to avoid colliding with obstacle 102 for vehicle 101.Alternatively or additionally (such as if there is no enough stopping distances), vehicle 101 can dodge this obstacle along dodging track 111,112.Dodge track 111,112 this typically with on obstacle 102 side can space relevant.On obstacle 102 side can space be limited mostly at this, this in FIG by border 105,106 represent.
Vehicle 101 can be arranged in use in the chaufeur implementing support unit 101 in avoiding operation.This driver assistance system (FAS) can be called dodge auxiliary.Fig. 2 show vehicle 101 for provide dodge auxiliary selected by component.Vehicle 101 comprises one or more environmental sensor 202, and described environmental sensor is set to testing environment data.Environmental data comprises the information about vehicle 101 environment.At this typically, at least one environmental sensor 202 is set to the environment (before vehicle 101) for detecting before vehicle 101.Described one or more environmental sensor 202 such as comprises one or more pick up camera, one or more radar sensor and/or one or more laser radar sensor.The environmental data detected by environmental sensor 202 can be sent to the control unit 201 of vehicle 101.Vehicle 101 comprises one or more environmental sensor 202 shown in figure 2, and described environmental sensor is set to the environment (before vehicle 101) for detecting before vehicle 101.Vehicle 101 also can comprise one or more following environmental sensor (not shown), and described environmental sensor is set to the environment (after vehicle 101) for detecting after vehicle 101.
Control unit 201 is set to the obstacle 102 for detecting on the current track of vehicle 101 based on environmental data.In addition, control unit 201 can be set to for causing to the prompting (such as by the sense of hearing and/or the vision output of vehicle 101) of chaufeur output about obstacle 102.In addition, control unit 201 can also be set to for importing one or more measure of lowering collision and/or collision free.The measure of lowering collision and/or collision free can be made relevant with the action of vehicle 101 chaufeur at this.When chaufeur does not do action (such as also not brake activation pedal), control unit 201 can cause: vehicle 101 but with the deceleration/decel determined braking, to lower the consequence of collision.If pilot control brake pedal, so control unit 201 can cause: vehicle 101 is with the deceleration/decel needed braking.
Alternatively or additionally, control unit 201 can be arranged in use in avoiding operation and support chaufeur.Vehicle 101 comprises bearing circle 203 (example as general steering hardware) shown in figure 2, and this bearing circle is connected with steering transmission linkage 207 by deflecting bar 204.Rotation direction sensor 205 is set to the manipulation for detecting bearing circle 203.Particularly rotation direction sensor 205 can be set to for detecting the deflection (and/or about the deflection angle of time and/or steering torque) of bearing circle 203 about the time.The deflection angle of bearing circle 203 can be detected if desired in a series of moment with the sampling frequency determined for this reason.The data detected by rotation direction sensor 205 can be called and turn to data.
Vehicle 101 also comprises and turns to supporter 206 (such as actuating device), and it is arranged in use in steering procedure and supports chaufeur.Especially, supporter 206 is turned to be set to for applying the steering effort (being additional to the steering effort applied by chaufeur) added.Can be the light steering procedure of chaufeur letter thus.Turn to supporter 206 such as can comprise motor or pump.Alternatively or additionally, supporter 206 is turned to can be set to for the steering effort by applying braking force to each wheel of vehicle 101 applies to add.
Control unit 201 can be set to for performing method 300 shown in Figure 3.As mentioned above, control unit 201 can be set to for detecting the obstacle 102 (step 301) on the current track of vehicle 101.
In addition, control unit can be set to (particularly after detecting obstacle 102), determines one or morely to dodge track 111,112 (step 302).Described one or more track 111,112 of dodging can be determined when considering environmental data.Can also determine implementing the free space of avoiding operation at this and consider described free space determining to dodge in track 111,112.As shown in Figure 1, can determine that track 112 (on obstacle 102 side in left side) is dodged on a left side and/or track 111 (on obstacle 102 side on right side) is dodged on the right side.
Control unit 201 is also set to for based on turning to data determination chaufeur whether to import avoiding operation (step 303).If situation is not like this, so can determine that the one or more of renewal dodge track 111,112.Current environment data (particularly obstacle 102 upgrade relative to vehicle 101 position) can be considered at this.If chaufeur imports avoiding operation, so can activate and dodge auxiliary (step 304).In other words, if recognize chaufeur import avoiding operation, so chaufeur can be supported by control unit 201 in enforcement avoiding operation.Particularly control unit 201 can cause: by turning to supporter 206 to apply additional steering effort, this additional steering effort this support chaufeur along determine before dodge in track 111,112 selected by track of dodging travel.If chaufeur such as imports left avoiding operation, track 112 is dodged on the left side determined before so can selecting.And if chaufeur imports right avoiding operation, track 111 is dodged on the right side determined before so can selecting.The additional steering effort applied in the support of avoiding operation can depend on: how far the track of actual travel departs from selected dodges track 111,112.
Dodge support therefore to implement to dodge in process when colliding critical to support chaufeur.At this, control unit 201 can cause chaufeur to travel along selected track 111,112 of dodging by regulating additional steering effort to attempt.In order to realize this point, particularly the starting stage of avoiding operation is important.In other words, in the starting stage of avoiding operation, support chaufeur at this in enforcement avoiding operation particularly importantly, make vehicle to bring to dodging on track 111,112 of determining.On the other hand, this is important typically for chaufeur, because only lingeringly occur that in high dynamic range the deflection of vehicle 101 is reacted based on the traveling dynamic characteristics of vehicle 101.
In order to just start to dodge support along with by the avoiding operation that chaufeur imports that is along with the deflection of chaufeur, importantly, quickly can identify that chaufeur starts to turn to.Chaufeur starts to turn to but typically just reliably can be identified in relatively large divertical motion.But make a response to start to turn to chaufeur as far as possible as soon as possible, propose in the literature: auxiliary for starting when the first symbol starting to turn to or index to dodge; And if do not confirm to start to turn to, interruption is dodged auxiliary again so if desired.Turn to possible index and/or acceleration/accel can be turned to determine based on deflection angle, steering torque, turning velocity for starting.For starting to turn to possible index be: if deflection angle changes more than one predetermined deflection angle threshold value; If and/or steering torque (or steering torque rising) meets or exceeds a predetermined threshold speed if meet or exceed a predetermined torque threshold and/or turning velocity.By when unconfirmed start to turn to interrupt dodging auxiliary, can arrange relatively lowly dodge auxiliary threshold value for activating, thus moment relatively early just can activate dodge auxiliary.
This illustrates in the diagram.Fig. 4 to show in the starting stage of avoiding operation turning velocity 402 about the curve 403 of time 401.Initial point is that in track, " normally " travels at this.Once turning velocity 402 reaches First Speed threshold value 404, so can activate and dodge auxiliary (that is in moment 405).Confirm to start to turn to by meeting or exceeding second speed threshold value 406 in the moment 407 (if desired in predetermined time interval), thus dodge auxiliary can maintenance in addition and activate.If (if desired in predetermined time interval) does not reach second speed threshold value 406, so do not carry out the confirmation starting to turn to.So this can cause dodging auxiliary interruption.
Fig. 4 illustrates: becoming it is possible that use relatively low threshold value 404 by dodging auxiliary two-stage activation/releasing, and therefore dodges activating the relative moment early that the auxiliary moment 405 moves to avoiding operation.Thus just can support unit chaufeur in the early stage starting stage of avoiding operation, can realize thus along the selected guiding of dodging track 111,112 and improving.
As shown in Figure 4, if chaufeur interrupts starting steering procedure, so can there is unconfirmed beginning and turn to.For interrupting starting the index of steering procedure be: turning velocity does not reach or do not exceed second speed threshold value 406.Such as can there is the interruption starting steering procedure when the of short duration direction of vehicle 101 changes.
If but chaufeur turns to excessively fiercely, so also can there is unconfirmed beginning and turn to.If deflection angle meets or exceeds the steering locking angle threshold value determined, so particularly can exist unconfirmed.In addition, if turning velocity 402 meets or exceeds the maximum velocity threshold determined, so can exist unconfirmed.
Alternatively or additionally, if successfully do not continue to start steering procedure, so can there is unconfirmed beginning and turn to.Particularly, if steering torque or turning velocity 402 strongly reduce or become very little and/or reindexing, so can exist unconfirmed.In addition, if turning velocity 402 is not reaching second speed threshold value 406 (namely confirming threshold value) from activating to dodge in an auxiliary predetermined time interval, so can exist unconfirmed.
Alternatively or additionally, if there is another index (such as strong braking or accelerate) for interrupting avoiding operation, start to turn to unconfirmed so can be there is.
As mentioned above, can based on steering torque change and/or recognize start to turn to based on deflection angle change (turning velocity) when stable vehicle 101.Use variable parameter or Delta parameter can realize identification in curve at this to start to turn to.The aviation value of deflection angle or steering torque can be deducted for this reason.If there is no, so typically there is stable vehicle in steering torque peak and/or turning velocity peak.In addition, if deflection efficiency and/or transverse acceleration and/or deflection angle constant, so typically there is stable vehicle.Detection for the index of dynamic vehicle can cause dodging auxiliary interruption or un-activation.
Because described herein a kind of device (particularly control unit 201) for dodging support, this device is set to the environment for detecting vehicle 101 and determines the state of vehicle 101.This device can produce the effect of additional steering effort or the intervention of similar vehicles power by regulon 206.Dodge to be supported in when colliding critical and implement to dodge in process to support chaufeur.Saidly auxiliary can to start when chaufeur starts the first sign of turning to or index.If but unconfirmed beginning turns to, can interrupt so again described auxiliary.The activation as early as possible of assisting can be realized like this.Particularly so can by auxiliary support chaufeur start turn to.
As mentioned above, typically for whole avoiding operation importantly, what the beginning of the avoiding operation travelled met selection as far as possible exactly dodges track 112.But for chaufeur especially difficulty, produce divertical motion in the beginning of avoiding operation for the track of dodging expected, because only lingeringly there is deflection reaction based on the traveling dynamic characteristics of vehicle 101 in high dynamic range.Therefore particularly start to need in the process of dodging auxiliary, particularly with relatively little travel and dodge process, and be therefore unused for chaufeur.Dodge the auxiliary intervention that repeats cause vehicle to swing to get rid of, propose in the literature, enforcement dodge auxiliary after insert to intervene and suspend, vehicle can be alleviated thus and swing.
Fig. 5 a show determined by control unit 201 dodge track 112 and dodge track 512 by chaufeur actual travel, by chaufeur actual travel dodge track be typically different from determine to dodge track 112 with selected.What travel dodges track 512 (or the avoiding operation travelled) and can be divided into multiple stage.Particularly, avoiding operation comprises first stage (or starting stage), and in this first stage, vehicle 101 chaufeur redirect to and dodges in track 512, to dodge obstacle 102.In addition, avoiding operation comprises subordinate phase (or ending phase), and in this subordinate phase, the chaufeur of vehicle 101 turns back to again on original travel direction.
Fig. 5 b shows avoiding operation and is exemplarily divided into multiple stage.In figure 5b, first stage 521 limits like this, and namely first stage 521 comprises following yaw motion, and in this yaw motion, course angle 506 increases.Subordinate phase 522 limits like this, and namely subordinate phase 522 comprises and goes back to motion, goes back to course angle 506 in motion reduce again at this.Alternatively or additionally, the stage 521,522 can limit like this, makes deflection angle 502 or turns to acceleration/accel in first stage 521, have the first symbol (about importing the reference position before avoiding operation); And deflection angle 502 or turn to acceleration/accel to have the second symbol (about importing the reference position before avoiding operation) in subordinate phase 522, wherein the first and second symbols are contrary.
Control unit 201 causes during can being arranged in use in first stage 521 intervenes in turning to, and this intervention is greater than the intervention in subordinate phase 522.In other words, assist can carry out with higher intensity compared to dodging in subordinate phase 522 during first stage 521.Particularly can by turning to supporter 206 to apply maximumly to turn to support in first stage 521.What in subordinate phase 522, so can apply reduction turns to support.This such as illustrates in figure 5b.Fig. 5 b shows according to time 401 or the strength curve 505 turning to support 501 in path of passing by according to vehicle 101.Typically follow the transverse acceleration that (namely controlling) plans in control in time, and in position control, follow the position of plan, even if the current longitudinal velocity of vehicle is different from the longitudinal velocity of vehicle plan.The moment 405 activate dodge auxiliary after, apply to turn to support with maximum strength 501 in first stage 521.Decline continuously from the intensity with rear steering support to the transition in subordinate phase 522.
What turn to the intensity 505 of support is modulated at the maximum support that can realize avoiding operation in crucial initial period while transferring chaufeur to harmoniously.
Fig. 5 b shows another phase III 523 of avoiding operation.Can insert to intervene in the phase III 523 and suspend.Particularly can forbid dodging auxiliary activation in the phase III 523.This can be favourable, to make vehicle 101 tranquil.
The support that turns to applied by turning to supporter 206 can comprise the additional deflecting torque of additional steering torque, additional rotation angle and/or driving dynamics actr (such as drg, f-w-d/back-wheel drive deflector, swing stabilizing device etc.).
As mentioned above, first stage 521 can comprise yaw motion and subordinate phase 522 can comprise gyroscopic movement.Yaw motion and gyroscopic movement can relate to the theoretical steering motion for determining to dodge track 112.
As mentioned above, dodge auxiliary following design, namely support chaufeur at this, vehicle 101 is travelled as much as possible dodging on track 112 of determining.Described assisting typically acts on according to actual path 512 and the deviation dodging track 112 determined at this.If chaufeur not with enough degree towards the directional steering of dodging track 112, so by dodging assistant reinforcement steering procedure.If chaufeur turns to leave by dodging track 112, so by dodging auxiliary buffering steering procedure.Track is dodged by control unit 201 from multiple determined that select to meet the steering direction sailed into of chaufeur of dodging track 111,112 at this.
As mentioned above, control unit 201 is set to one or morely dodge track 111,112 for determining.Determined track 112 of dodging should provide safety large as far as possible to chaufeur at this.In addition, dodge track 112 and should meet track as follows, chaufeur itself typically and/or like travelling this track.Can guarantee like this, that determines before the actual path 512 in fact travelled by chaufeur meets relatively accurately dodges track 112.
At obstacle 102, space beside is fewer, that is vehicle 101 must more closely travel on obstacle 102 side, that is chaufeur must more early to revolution to, dodge track 112 transverse acceleration that just needs are larger around obstacle 102.Therefore transverse acceleration can reduce in the following way along with trend, that is, vehicle 101 to detour obstacle 102 with lateral distance (also referred to as arc distance) large as far as possible.To illustrate on the other hand: " counter steering " (namely transverse acceleration is anti-phase) subsequently such as after obstacle 102 transverse acceleration just no longer continue to reduce, but only improve the space requirement on obstacle 102 side.Therefore also no longer advantageously, vehicle 101 is made to detour obstacle 102 with excessive distance.Therefore propose in the literature, determine like this to dodge track 112 (such as determining to dodge the end point of track 112 like this), make also to utilize free space (reducing transverse acceleration) completely when the space that obstacle 102 side is few.That can plan on the other hand to have the ultimate range predetermined with obstacle 102 when the space that obstacle 102 side is relatively little dodges track 112, because the distance exceeding ultimate range will not cause the remarkable reduction of transverse acceleration.Stable transition can be there is between these two sights.Schematically illustrating in fig 5 a with the distance 531 of obstacle 102 as the basis determining to dodge track 112.The target range that this lateral distance 531 reaches when vehicle 101 is positioned at obstacle 102 side concurrently typically.In addition it is also conceivable to safety distance, because if vehicle 101 crosses along track 112 on obstacle 102 side, so this vehicle should follow this safety distance.Safety distance represents with Reference numeral 532 in fig 5 a.
In other words, with the distance 531 of obstacle as determine to dodge track basis and can be so long equal available distance, as long as available range is less than predetermined ultimate range.Once available range exceedes predetermined ultimate range, so ultimate range can be defined as by apart from 531.This exemplarily illustrates in figure 6.Fig. 6 shows the distance 531 for determining to dodge track 112 according to available range 601.Also illustrate predetermined ultimate range 602.Fig. 6 shows the alternative curve of the distance 531 for determining to dodge track 112 in dots.In this case, will be chosen as apart from 531 in a transitional region and be less than available range, also for the available range being less than predetermined ultimate range 602.The curve represented by point-like can imitate the typical behaviour of chaufeur better, because chaufeur typically gives free space weighting with the necessary transverse acceleration of track, suitably to consider measuring uncertainty and unsafe track friction valve.
Ultimate range 602 can be the fixed value (fixing passage width) about obstacle 102.Alternatively, ultimate range 602 can be the fixed value (such as the fixed width in adjacent track) about vehicle 101.Ultimate range 602 also can depend on: must how far (transverse direction) to detour obstacle 102.In addition, the distance 531 of selection can depend on the necessary transverse acceleration of criticality and/or avoiding operation.
For determine the above-mentioned selection of the distance 531 dodging track 112 cause as follows dodge track 112, this dodges track will be typically desired by chaufeur.Can reach like this track 512 that covers actual travel as wide as possible and determine dodge track 112.
Avoiding operation can by other measure support, can to stablize as far as possible and guided vehicle 101 passes through on obstacle 102 side safely.Vehicle regulating control (such as driving dynamics regulating control such as electric stabilizing system) particularly can be made to be placed in the pattern of (if desired as far as possible consumingly) stabilization.The pattern of (if desired as far as possible consumingly) stabilization of vehicle regulating control is not typically limited pattern at this.The vehicle regulator modes of stabilization can be activated at once that is when detecting emergency situation before avoiding operation starts.The comfortable function of vehicle 101 addedly can be turned off when avoiding operation starts.When do not have concrete dodge possible (clearance envelope and avoiding operation are wheeleds) can work as and recognize safely and dodge beginning time just carry out the activation of stabilization pattern.
Alternatively or additionally, can forbid when dodging beginning or interrupt or reduce autobrake intervention and/or other active safety functions.If confirm to import avoiding operation by chaufeur by the second index, so can particularly forbid or interrupt or reduce such autobrake intervention and/or other active safety functions.Thus ensure that such function can be used as far as possible for a long time.Security function can comprise the collision warning or bicycle driver/pedestrian protection system such as with brake regulation at this.
As mentioned above, control unit 201 is arranged in use in when detecting obstacle 102 and determines to dodge track 112.Particularly can recognize chaufeur start to turn to time calculate dodge track 112 based on the operational space existed around obstacle 102.In addition can support that chaufeur also travels this actually and dodges track 112 at this.The longitudinal acceleration (such as not braking) that track can be matched with the plan of environment and the vehicle 101 that will expect is dodged at this.As mentioned above, environment measuring can be carried out by means of environmental sensor 202 (such as with radar and/or with video camera or with commeasurable sensor).
Calculate like this at this and dodge track 112, vehicle 101 is guided with the distance 531 of a determination around obstacle 102.Can predict for this reason and detour a little, that is not dodge the collision point expected in situation.Constant (constant if desired) motion of such as obstacle 102 and the motion of not braking of vehicle 101 can be supposed for this reason.Detouring of prediction a little can upgrade based on environmental data close to period.Can be fixing (such as by considering the constant horizontal position of obstacle 102 about the traveling lane of vehicle 101) and/or comprise object prediction and/or relevant with uncertainty in traffic when determining to dodge track 112 with the safety distance 532 of obstacle 102 and/or lateral distance 531.If uncertainty in traffic increases, distance 531 so such as can be increased.In addition, safety distance 532 can be considered vehicle width and/or dodge auxiliary regulation quality.
Dodging region (operational space) and typically must have minimum width, can determine to dodge track 112 on obstacle 102 side.Dodge vehicle 101 can be considered in region traveling lane at this.In addition dodge the road edge 106 of region and identification or specific safety distance should be had with other vehicles.This specific safety distance can be fixing, or comprises object prediction or relevant with uncertainty in traffic.
If it is occupied or too narrow to dodge region, so can forbid dodging auxiliary.Alternatively or additionally, if another obstacle (such as pedestrian or another vehicle) can be expected dodging in region, or when the vehicle that there is side vehicle or overtaken other vehicles by rear portion, so can forbid dodging auxiliary.
In addition, if if vehicle travels with relatively high driving dynamics and/or the track 112 of dodging determined can not with the friction valve safety traffic of current identification, so can forbid dodging auxiliary.
If chaufeur is interrupted steering procedure, exceedes driving dynamics border (such as being turned to by excessive), strong accelerate and/or strongly brake, so can interrupt dodging auxiliary.
By consider prediction detour a little can determine to gear to actual circumstances as far as possible dodge track 112.In addition can be guaranteed by above-mentioned measure: if there is a little not correct index that detours for prediction, so interruption follows that determined to dodge dodging of track 112 auxiliary.Can improve thus and dodge auxiliary safety.
The support of avoiding operation, the additional steering torque that is particularly applied by supporter 206 can make to depend on the driving dynamics of vehicle 101.Dodge the chaufeur of supporting help vehicle 101 in vehicle guides.In other words, dodge support and should support chaufeur in control system course line (Systemstrecke), this system course line comprise turn to, vehicle and vehicle movement.
Fig. 7 a represents the state parameter that vehicle 101 is exemplary, the driving dynamics of vehicle 101 during can being described in avoiding operation by means of these state parameters.Revolution or deflection angle 701 is turned to typically to cause the transverse acceleration 702 of vehicle 101.Relation between transverse acceleration 702 and deflection angle 701 such as can be described by the auto model of vehicle 101 (such as by single rut model) 711.Produced the course angle (or cross velocity) 703 of vehicle 101 by the integration 712 of transverse acceleration 702, and produce course deviation (Ablage) 704 or the lateral excursion of vehicle 101 (relative to initial position) by the integration 713 of course angle (or cross velocity) 703.
Proposing in the literature, considering one or more in above-mentioned state parameter when the steering torque determining/regulate to apply (that is by supporting the additional moment that causes) and particularly deflection angle 701.Thus can in a precise manner and determine the steering torque that will apply with the phase delay reduced.Particularly can determine vehicle 101 and the deviation dodging track 112 determined based on the deviation of the deflection angle of state parameter, such as Delta crossing course deviation, Delta transverse acceleration or course angle, transverse acceleration or turning deviation and/or deflection angle and needs.Vehicle 101 and dodging of the determining deviation that track 112 determines so so may be used for the steering torque determining to apply.
Fig. 7 b shows exemplary control loop, and this control loop may be used for determining the steering torque by turning to supporter 206 to apply.Existing condition parameter 741,742,743,744 can be detected by means of sensor 205,762,763,764.Particularly can detect actual steering angle 741 by rotation direction sensor 205; Actual transverse acceleration 762 can be detected by deflection sensor 762; Negotiation speed sensor 763 can detect course made good angle (or actual transverse acceleration) 743; And actual crossing course deviation can be detected by position transduser 764.One or more one or more (such as according to the model in Fig. 7 a) that also can use if desired in the existing condition parameter 741,742,743,744 of measurement in existing condition parameter 741,742,743,744.
Theoretical course deviation 724 can be determined, determined theoretical course angle (or theoretical cross velocity) 723 by differentiate 733, determine theoretical transverse acceleration 722 by differentiate 732 and determine theoretical steering angle 721 by the single rut model 731 reversed by determined track 112 of dodging on the other hand.So Delta value or deviation can be determined by corresponding theory and existing condition parameter.Corresponding deviation can add up in a summing elements 751, to determine vehicle 101 and the determined deviation dodging track 112.So the control signal turning to supporter 206 can be determined in regulon 752 by this deviation.Particularly can determine, that rotating torque (which additional moment) can apply by turning to supporter 206.Therefore the support of chaufeur according to (weighting if desired) of the deviation of each state parameter and can be carried out.The interruption supported can be caused if desired in this strong deviation.
As mentioned above, theoretical cross velocity (namely theoretical course angle) and theoretical transverse acceleration can be determined by determined derivative of dodging the theoretical crossing course deviation of track 112.Can be calculated by theoretical transverse acceleration 722 by means of static state list rut model for the theoretical steering angle 721 of dodging track needs.Can be calculated by theoretical transverse acceleration 722, to consider the traveling dynamic property of vehicle together by means of the single rut model (such as 2 rank) reversed in particular for the theoretical steering angle 721 of dodging track 112 needs.Several time step use can be shifted to an earlier date if desired, to compensate the stage turning to (or passing through chaufeur) to produce by vehicle 101 for dodging track 112 necessary theoretical steering angle.
The current theoretical laterally value 724,723,722,721 dodging track can according to determining in passed by path (such as by means of range finding).If environment measuring 202 does not provide failure-free value, so current actual laterally value can be determined by range finding (that is by inertia vehicle sensing device, utilizing the environmental data existed to compensate ground) equally.
In the degree of support determining avoiding operation, consider that different state parameters can realize: make the degree supported be matched with actual path 512 and the determined deviation dodging track 112 in a precise manner.Can guarantee thus, chaufeur dodges track 112 guided vehicle 101 with larger probability along what determine.
As mentioned above, preferably as far as possible smoothly and determine to dodge track 112 while there is low transverse acceleration.The track 112 of dodging determined preferably is formed in addition like this, makes to dodge track 112 for enforcement and should not apply deflection angle swing.In addition, dodge estimation 112 and preferably determine like this, make vehicle 101 be stable (such as having constant transverse acceleration and constant deflection angle) in the end of avoiding operation.
Can realizing like this by dodging the auxiliary steering torque additionally applied, making to be formed for the deflection angle of dodging track 112 needs (and the transverse acceleration needed) quickly by this additional steering torque (compared to when not having to support); And chaufeur counter steering is smoothly encouraged subsequently when cancelling steering torque.Replace steering torque also can use commeasurable driving dynamics intervention.The curve of steering torque can comprise the calibrated curve (such as trapezoidal) of demarcation (skalieren).Alternatively, this curve can depend on secondary requirements linearly.Replace the steering torque strengthened also can provide (typically little) moment of reaction if desired.
The support that the curve of steering torque can be matched with needs requires (being namely matched with the driver actions carried out about the operational space existed around obstacle 102).Necessary support requirement can be determined with for dynamically dodging track necessary comparing of theoretical steering angle by actual steering angle.Can by considering that dynamic vehicle performance be determined (the single rut model 731 such as by reversing) for the theoretical steering angle of dynamically dodging track needs.
Control unit 201 can be set to for detect chaufeur excessively strong start turn to.Can apply in response to this buffering steering torque that adds, thus support that chaufeur does not introduce too much power in vehicle 101 at this.
Above-mentioned measure can be particularly significant in critical avoiding operation.
Typically only subconsciously carry out dodging support, thus by supporting do not stimulate or disturb chaufeur.In addition dodge support typically not automatically and carry out not increasingly automatedly (but only in response to chaufeur start turn to).If chaufeur travels in predetermined dodging on track 112, so typically do not intervene.Intervene typically only just carrying out with predetermined dodging when deviation appears in track 112.Originally steering torque major part applies (pre-control) by chaufeur.Auxiliary particularly chaufeur is supported dodging in the regulating again of track by dodging.
The invention is not restricted to illustrated embodiment.Particularly it should be noted that specification sheets and accompanying drawing only should illustrate the principle of proposed methods, devices and systems.
Claims (10)
1. the control unit (201) of vehicle (101), wherein, control unit (201) be set to for:
-detect the obstacle (102) on the current track of vehicle (101);
-determine vehicle (101) dodge track (111,112) for what dodge obstacle (102);
-determine in the first moment (405) the first index being imported avoiding operation by vehicle (101) chaufeur;
-dodge according to determined the support that track (111,112) causes avoiding operation according to determined first index;
-determine for there is not the second index importing avoiding operation in the second moment (407); Wherein, the second moment (407) follows the first moment (405); And
-interrupt the support of avoiding operation according to determined second index.
2. control unit according to claim 1 (201), is characterized in that, for import the first index of avoiding operation comprise following in one or more:
The steering torque changing value of-vehicle (101) steering hardware (203) meets or exceeds the first predetermined steering torque change threshold;
The deflection angle changing value of-vehicle (101) steering hardware (203) meets or exceeds the first predetermined deflection angle change threshold;
The steering angle value of-vehicle (101) steering hardware (203) meets or exceeds the first predetermined deflection angle threshold value;
Turning velocity (402) value of-vehicle (101) steering hardware (203) meets or exceeds the first predetermined turning velocity threshold value (404);
Steering torque value on-vehicle (101) steering hardware (203) meets or exceeds the first predetermined steering torque threshold value; And/or
-vehicle (101) steering hardware (203) turn to accekeration to meet or exceed predetermined first to turn to acceleration rate threshold.
3. control unit according to claim 2 (201), is characterized in that, for do not exist import the second index of avoiding operation comprise following in one or more:
The steering torque changing value of-vehicle (101) steering hardware (203) does not does not meet or exceed the second predetermined steering torque change threshold; Wherein, the second steering torque change threshold is greater than the first steering torque change threshold;
The deflection angle changing value of-vehicle (101) steering hardware (203) does not does not meet or exceed the second predetermined deflection angle change threshold; Wherein, the second deflection angle change threshold is greater than the first deflection angle change threshold;
The steering angle value of-vehicle (101) steering hardware (203) does not does not meet or exceed the second predetermined deflection angle threshold value; Wherein, the second deflection angle threshold value is greater than the first deflection angle threshold value;
Turning velocity (402) value of-vehicle (101) steering hardware (203) does not does not meet or exceed the second predetermined turning velocity threshold value (406); Wherein, the second turning velocity threshold value (406) is greater than the first turning velocity threshold value (404);
Steering torque value on-vehicle (101) steering hardware (203) does not does not meet or exceed the second predetermined steering torque threshold value; Wherein, the second steering torque threshold value is greater than the first steering torque threshold value; And/or
-vehicle (101) steering hardware (203) turn to accekeration not meet or exceed predetermined second to turn to acceleration rate threshold; Wherein, second turn to acceleration rate threshold to be greater than first to turn to acceleration rate threshold.
4. control unit according to claim 3 (201), it is characterized in that, import the second index of avoiding operation comprise for not existing: what do not meet or exceed in described Second Threshold in the predetermined time interval from the first moment (405) is one or more.
5., according to the control unit (201) one of the claims Suo Shu, it is characterized in that, for do not exist import the second index of avoiding operation comprise following in one or more:
The steering angle value of-vehicle (101) steering hardware (203) meets or exceeds predetermined steering locking angle threshold value;
Turning velocity (402) value of-vehicle (101) steering hardware (203) meets or exceeds predetermined maximum turning velocity threshold value;
Steering torque value on-vehicle (101) steering hardware (203) meets or exceeds predetermined maximum steering torque threshold value;
-vehicle (101) steering hardware (203) turn to accekeration to meet or exceed predetermined maximumly to turn to acceleration rate threshold; And/or
The steering torque value of-vehicle (101), steering angle value and/or turning velocity (402) value are lower than predetermined outage threshold.
6., according to the control unit (201) one of claim 2 to 5 Suo Shu, it is characterized in that:
-based on current steering angle and based on the aviation value determination steering angle value of deflection angle; And/or
-based on current steering torque and based on the aviation value determination steering torque value of steering torque.
7., according to the control unit (201) one of the claims Suo Shu, it is characterized in that, control unit (201) be set to for:
-determine the 3rd index that vehicle (101) is under dynamical state; And
-to forbid according to the 3rd index or to interrupt the support of avoiding operation.
8. control unit according to claim 7 (201), is characterized in that, the 3rd index that vehicle (101) is under dynamical state comprise following in one or more:
The time curve of-steering torque on vehicle (101) steering hardware (203) has one or more peak;
The time curve of the turning velocity (402) of-vehicle (101) steering hardware (203) has one or more peak;
The time curve of-vehicle (101) deflection efficiency has variance, and this variance meets or exceeds variance threshold values;
The time curve of-vehicle (101) transverse acceleration has variance, and this variance meets or exceeds variance threshold values; And/or
The time curve of the deflection angle of-vehicle (101) steering hardware (203) has variance, and this variance meets or exceeds variance threshold values.
9., according to the control unit (201) one of the claims Suo Shu, it is characterized in that, control unit (201) be set to for: if
-vehicle (101) has the deceleration/decel meeting or exceeding predetermined deceleration/decel threshold value; And/or
-vehicle (101) has the acceleration/accel meeting or exceeding predetermined acceleration rate threshold; So interrupt or forbid the support of avoiding operation.
10., for the method (300) of the chaufeur of support unit in avoiding operation (101), wherein, described method comprises:
-detection (301) obstacle (102) on the current track of vehicle (101);
-determine (302) vehicle (101) dodge track (111,112) for what dodge obstacle (102);
-determine that (303) import the first index of avoiding operation by vehicle (101) chaufeur in the first moment (405);
-according to determined first index and according to determined support of dodging track (111,112) enforcement (304) avoiding operation;
-determine for there is not the second index importing avoiding operation in the second moment (407); Wherein, the second moment (407) follows the first moment (405); And
-interrupt the support of avoiding operation according to determined second index.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
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| DE102014206338.8 | 2014-04-02 | ||
| DE102014206338.8A DE102014206338A1 (en) | 2014-04-02 | 2014-04-02 | avoidance assistant |
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| CN104973125A true CN104973125A (en) | 2015-10-14 |
| CN104973125B CN104973125B (en) | 2019-01-08 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201510152945.XA Active CN104973125B (en) | 2014-04-02 | 2015-04-02 | Evacuation auxiliary |
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| DE102014206338A1 (en) | 2015-10-08 |
| CN104973125B (en) | 2019-01-08 |
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