DE102005043471A1 - Vehicle-sided traffic-adaptive assistance system controlling method for use in control device, involves evaluating two spatially and/or temporally sections of road from environment information and selecting parameters for controlling system - Google Patents

Abstract

The method involves evaluating two spatially and/or temporally different sections of road (A1, A2) from environment information by a model-supported observer (B). Parameters as a function of average value and gradient of speed and/or traffic value of the sections of road are selected for controlling a traffic-adaptive assistance system based on the evaluation output of the sections of road. The information is obtained using data of a vehicle-sided sensor and/or wirelessly data transmitted into the vehicle by a vehicle-vehicle communication or infrastructure-vehicle communication. Independent claims are also included for the following: (1) a computer program product with program codes that are stored on a computer-readable data medium for executing a method of controlling a vehicle-sided traffic-adaptive assistance system (2) an automatic vehicle interval control in a vehicle (3) a speed control in a vehicle.

Description

The The invention relates to a method for controlling a vehicle-side traffic-adaptive assistance system according to the preamble of the claim 1 as well as a cruise control and cruise control in one Vehicle. Such traffic adaptive assistance systems serve to increase Comfort and safety in modern vehicles.

The DE 198 30 626 A1 describes a means for increasing traffic safety, wherein objects that may be on or on the road are provided with short range transmitters that transmit security relevant data in a form receivable by receivers located in vehicles. The receivers are each connected to an evaluation device which compares the information contained in the received data with the operating data of the own vehicle and then decides whether the respective data received by a transmitter of an object is relevant for the own vehicle. If the relevant data is relevant, an ad will be displayed in your own vehicle.

The WO 01/97196 A1 proposes a driver supportive Assistance system before, in which to calculate the driving recommendations FCD and XFCD data to record your own driving situation and the traffic situation ahead.

In the DE 100 43 797 A1 An integrated traffic monitoring system is presented with facilities for measuring environmental and weather data, with traffic sensors and a traffic control center for storing and processing the acquired data, and communication facilities for carrying out the data exchange with the measuring devices and with the users of the data, as well as a driver assistance system operating autonomously or part of the integrated traffic monitoring system. In this case, the integrated traffic monitoring system and / or the driver assistance system for reducing the environmental impact performs regulatory interventions in a traffic system, which include an output of information, warnings and / or recommendations to road users and interventions in the infrastructure and / or interventions in the vehicle.

In A. Hiller: Local traffic as input for assistance systems, conference proceedings Workshop Driver Assistance Systems, ISBN 3-9809121-0-8, Karlsruhe, Germany, 2002 (http://www.mrt.unikarlsruhe.de/fas03_tagungsband.php) is described the observation of the traffic situation in a vehicle-vehicle communication section. Here, in particular, the description of a section of 500m length in front of the vehicle through the parameters medium speed and Speed gradient received. G. Nöcker, K. Metzger, B. Kerner: Predictive driver assistance, conference proceedings 3rd Workshop driver assistance systems, ISBN 3-9809121-1-6, Karlsruhe, Germany, Karlsruhe, 2005 (http://www.mrt.unikarlsruhe.de/fas05_tagungsband.php) becomes the adaptation of the parameters distance and maximum speed an adaptive cruise control on such a traffic assessment. The well-known control system for distance control remains based on the radar data of individual preceding vehicles untouched.

task The invention is an improved method for driving indicate an on-board traffic-adaptive assistance system.

At least according to the invention a model-based Observer for estimation at least two spatially and / or temporally different sections provided, wherein the parameters for controlling the traffic-adaptive assistance system dependent the result of the estimation the at least two sections are selected. there The term "model-based observer" refers to a known per se Calculation method for determining location- and / or time-dependent variables for predefinable Location and / or time intervals or positions, using of a few initial or Boundary conditions. This calculation method, referred to below as "observer" only allows in a sense a "foresight," adding the more Development of currently prevailing conditions is examined. This succeeds an improved acquisition of information by obtaining traffic information for controlling a traffic-adaptive assistance system.

By The invention now provides a significantly improved Vorschaumöglichkeit the Traffic condition, for example in a vehicle environment, by a consideration not just one - so for example the current from the vehicle traveled section at the current time - but rather, several, spatially and / or temporally different sections is provided. This possibility represents a significant extension, as the basis of an improved Control of traffic-adaptive assistance systems.

For example, in addition to a first section with the immediately preceding vehicle now also a second, further ahead cross section are considered. This results from the greater foresight by means of the second route section then a particularly comfortable control, but by the consideration of the first section of the safety aspect is maintained. Another example would be a consideration of shorter time periods together with longer periods of time, or a look ahead to a preceding stretch of road at the time of the probable drive by the vehicle. The invention opens up a wealth of new possibilities, which then enable a more targeted selection of the parameters of the traffic-adaptive assistance system. A large number of traffic-adaptive assistance systems can therefore benefit from the invention, for example a cruise control or even a vehicle-side pre-drive for critical situations ("Presafe").

Of course you have to the observer will not always be the same, rather Advantageously adapted to the respective conditions Vorschaubbedingungen Computational models used. Examples include microscopic Observer for particularly accurate consideration of a few vehicles as well as macroscopic ones Observer for a rather rough, for that but quick first estimate traffic conditions. In particular, a to a respective Environment information specially adapted observer used be, for example, the mentioned microscopic observers for the relatively accurate data of fewer vehicles, which by vehicle side Sensors are obtained.

therefore results in the model-based possibility an adaptable local and / or time perspective, starting from a respective one Environmental information. Dependent from the synopsis of the results of the different sections of the route then the selection of the vehicle-side parameters takes place. there result in extremely flexible Applications, for example, depending on from the current traffic situation, the number or type of considered Road sections are predeterminable configured. For example be in heavy traffic or fast changing traffic conditions other observers used as in quiet traffic. Also, of course, each one a special adaptation of the observer to the peculiarities of the Foresight possible, for example particularly fine or coarse location and / or time increments.

Especially It is advantageous if a section of road using the vehicle-side sensor and at least one further section be estimated using data transmitted wirelessly to the vehicle. This advantageously transmits the greater perspective of the wirelessly transmitted Data taken into account. It can be provided in particular that the estimated using the vehicle-mounted sensor link section from the at least one further estimated route section at least is partially included.

The Invention may be provided on the vehicle side, for example individually assigned to a respective on-board system or as a central control unit for the supply of several vehicle-side systems. Alternatively or additionally can one or several observers also be provided outside the vehicle, for example in an over Mobile radio-connected headquarters. Although this creates greater effort and higher Cost, for that However, such a center particularly powerful computer and / or especially Use elaborate sensorics. The vehicle position required by the center For example, we will send you a request the central office available made.

The The invention will now be explained in more detail with reference to a drawing. The only one shows Fig. An embodiment of the invention.

In the upper half of Fig. A route S is shown with a plurality of vehicles symbolized by rectangles. In the vehicle 1 is the inventive method for controlling a distance control ART, realized by means of a control unit. Furthermore, the vehicle has 1 on means for vehicle-to-vehicle communication FFK with other vehicles.

vehicle 1 using on-vehicle sensors to obtain on a detailed microscopic model information about the vehicles in the immediate vicinity, namely the two directly preceding vehicles, by means of an observer. The vehicle wins 1 using data from vehicle-side sensors of the ART, namely a radar device with downstream measured value processing, a first environment information. This includes the variables v ^(ACC) and g ^(ACC) , as the speed difference and time interval of the vehicle 1 to the immediately preceding vehicle. From far in front of the vehicle 1 moving vehicle 2 a second environment information is obtained using data transmitted wirelessly by means of FFK into the vehicle. This includes the variables v ^(FFK) and g ^(FFK) , as the speed difference and time interval of the vehicle 1 to the vehicle 2 , Where v ^{(FFK) is} the difference of the vehicle 1 measured Ge speed with the vehicle 2 Speed transmitted via vehicle-to-vehicle communication and g ^{(FFK) obtained} over a transit time measurement.

The first and second environment information is now from the control unit of the vehicle 1 processed. The processing includes a model-based microscopic observer B, symbolically indicated in the lower half of FIG. This algorithm processes the first environment information to estimate a first link A1. Also, this algorithm processes the second environment information to estimate a second link A2. In this case, the first route section A1 is included in the second route section A2, with the two route sections clearly being spatially different.

The first stretch A1 presents itself as a microscopic model of the vehicle 1 , namely 1' , as well as, if necessary, of a preceding vehicle, with the route section A1 covered by the first environment information. The second stretch A2 presents itself as a microscopic model of the vehicles 1 and 2 , namely 1' and 2 ' , with the track section A2 covered by the second environment information. This allows a different view of the fairly accurate and comprehensive first environment information versus the more punctual second environment information. By appropriately considering the second environment information, the look-ahead can be substantially improved, the model-based microscopic observer B using the first or second environment information for estimating the route sections A1 and A2. Furthermore, the time interval for which the observer estimates the route section A1 is smaller than that used for the route section A2, because A1 has a smaller local extent than A2 and thus also faster from the vehicle 1 is passed through.

Depending on the result of the estimation of the first and second sections A1 and A2, the parameters ν (adapt) / max and Θ are subsequently selected to control the traffic-adaptive assistance system. The parameter ν (adapt) / max represents the new speed and the parameter Θ represents the new amplification factor with which the traffic-adaptive assistance system is now activated in the result. These parameters for controlling the traffic-adaptive assistance system are selected as a function of the mean value and gradient of the speed of the two estimated road sections A1 and A2. Thus, by taking into account two mean values and two gradients of the speed, via the spatially different sections A1 and A2, it becomes possible to make the best possible use of the two available environment information for the control of the traffic-adaptive assistance system. If, for example, the first gradient turns out to be less steep than the second one, this means a correspondingly greater change in the speed in the second route section A2 than in the first route section A1. This is the vehicle 1 Depending on the sign of the gradient, the parameter ν (adapt) / max is selected correspondingly smaller or larger.To ensure road safety, a maximum speed value ν _{max is} provided, to which the parameter ν (adapt) / max to the selection is finally limited by the observer.

This approach is easily on other mobile and / or stationary suppliers of wirelessly provided environmental information, in additional positions, for the driving tool 1 expandable. It would simply be covered by a suitably dimensioned observer each a suitable section.

therefore allows the model-based observer according to the invention for estimation at least two spatially and / or temporally different sections of an efficient "translation" and "summary" of different Environment information into one for the control of the traffic-adaptive assistance system easily usable form. additionally can for explanation appropriate information of the driver may be provided, e.g. by means of a display or a speech output.

Claims (11)

A method for controlling a vehicle-side traffic-adaptive assistance system (ART), wherein a traffic condition is estimated from the environment information and then selected depending on the result of this estimation parameters for driving the traffic-adaptive assistance system, characterized in that at least one model-based observer (B) for estimating at least two spatially and / or time-different route sections (A1, A2) is provided, wherein the parameters for driving the traffic-adaptive assistance system depending on the result of the estimation of the at least two sections are selected. The method of claim 1, wherein the environmental information using data from vehicle-side sensors and / or wirelessly transferred to the vehicle Data, in particular by vehicle-to-vehicle communication or infrastructure-vehicle communication, is won. Method according to claim 1 or 2, wherein at least a vehicle-side and / or at least one central-side model-based observer, in particular a microscopic observer. Method according to one of the preceding claims, wherein the parameters for controlling the traffic-adaptive assistance system as a function of mean and gradient of velocity and / or another traffic size of at least two estimated Track sections are selected. Method according to one of the preceding claims, wherein special parameters of the traffic-adaptive assistance system only dependent from an estimated Track section are selected. Method according to one of the preceding claims, wherein additionally current values of vehicle distances and / or vehicle speeds, especially on an adjacent lane and / or to a preceding vehicle, in the selection of the Parameters are provided. Computer program with program code means to all To perform steps of a method according to any one of claims 1 to 6, when the program is running on a computer or computer network. Computer program product with program code means, which are stored on a computer-readable medium to the Method according to one of the claims 1 to 6, if the computer program product is on a computer or computer network accomplished becomes. Adaptive cruise control (ART) in a vehicle, comprising Calculating means with at least one model-based observer (B) for estimating at least two spatially and / or time different sections (A1, A2), depending on Result of the estimation the at least two sections maximum speed v (adapt) / max, target distance and / or amplification factors Θ of the adaptive cruise control be selected. A cruise control system according to claim 9, wherein a adjustable minimum distance is provided for stationary follow-up ride. Cruise control in a vehicle, including computing resources with at least one model-based Observer, for estimation at least two spatially and / or time different sections, depending on Result of the estimation the at least two sections maximum speed and / or gains of the cruise control are selected.