DE102007039039A1 - Control of safety means of a motor vehicle - Google Patents

Abstract

The invention relates to a method for controlling safety devices (116) in a motor vehicle (100) in a driving situation in which a collision can occur between the motor vehicle (100) and an environment object (112) in the vicinity of the motor vehicle (100). wherein the security means (116) are controllable in predetermined intervention levels. The method is carried out in such a way that a risk for a collision between the motor vehicle (100) and the surrounding object (112) is determined as a function of detected movement data of the environmental object (112), and a first intervention level is determined according to the collision risk, determining at least one quantity which characterizes a behavior of a driver of the motor vehicle (100), a second intervention level being determined as a function of the determined variable, and the intervention level in which the security means (116) are actuated being limited to limited to the first and second intervention levels. Furthermore, the invention relates to a system suitable for carrying out the method.

Description

Technical area

The The invention relates to a method for controlling security means in a motor vehicle in a driving situation in which there is a Collision between the motor vehicle and an environment object in the environment of the motor vehicle can come. The invention also relates to a System for controlling safety devices, to be carried out of the method is suitable.

Background of the invention

modern Motor vehicles already have some Safety systems used in driving situations in which there is a Collision with an environment object could come, security means control, which make the driver aware of the danger by means of This collision-avoiding interference in the handling of the vehicle can be made and / or which the passive safety increase, d. H. possible consequences of accidents for reduce the vehicle occupants. Basis for the control The safety systems is a recording of the current driving situation by means of a suitable environment sensor and an electronic evaluation the data collected with regard to the risk of collisions between the vehicle and the detected objects. In accordance with the thereby determined risk of collision then takes place the control the safety means of the motor vehicle.

there There may be situations in which the driver of the motor vehicle the risk of collision is different, especially lower, as it is based on the electronic evaluation of the collected data results. In these situations, it can be one for the Driver come unexpectedly violent control of the safety means which is perceived by the driver as disturbing. Further the driver may risk a collision with an environment object often better in complex driving situations as an electronic evaluation system. Therefore, for example Intervention in the handling of the vehicle, due to a from the assessment of the driver deviating electronic Evaluation of the driving situation done, disproportionate be violent.

Presentation of the invention

It is therefore an object of the present invention, an assessment the present driving situation by the driver of a motor vehicle to be taken into account when controlling the safety devices.

According to the invention this object by a method having the features of the claim 1 and by a system having the features of claim 12 solved. Advantageous embodiments of Invention are specified in the subclaims.

• – in Abhängigkeit von erfassten Bewegungsdaten des Umfeldobjekts ein Risiko für eine Kollision zwischen dem Kraftfahrzeug und dem Umfeldobjekt er mittelt wird und nach Maßgabe des Kollisionsrisikos eine erste Interventionsstufe bestimmt wird,
• – wenigstens eine Größe ermittelt wird, die ein Verhalten eines Fahrers des Kraftfahrzeugs charakterisiert, wobei in Abhängigkeit von der ermittelten Größe eine zweite Interventionsstufe bestimmt wird, und
• – die Interventionsstufe, in der die Sicherheitsmittel angesteuert werden, auf die geringere der ersten und der zweiten Interventionsstufe begrenzt wird.

Accordingly, it is provided that a method of the type mentioned above is performed so that the security means are controllable in predetermined intervention levels and that

• A risk for a collision between the motor vehicle and the surrounding object is determined as a function of detected movement data of the environment object and a first intervention level is determined according to the collision risk,
• - At least one size is determined, which characterizes a behavior of a driver of the motor vehicle, wherein a second intervention level is determined depending on the determined size, and
• - limits the intervention level at which the security funds are raised to the lower of the first and second levels of intervention.

• – eine Auswerteeinheit, die dazu ausgebildet ist in Abhängigkeit von erfassten Bewegungsdaten des Umfeldobjekts ein Risiko für eine Kollision zwischen dem Kraftfahrzeug und dem Objekt zu ermitteln,
• – wenigstens einen Sensor zum Erfassen einer Größe, die ein Verhalten eines Fahrers des Kraftfahrzeugs charakterisiert, und
• – einen Gefahrenrechner, der dazu ausgebildet ist, in Abhängigkeit von dem ermittelten Kollisionsrisiko eine erste Interventionsstufe zu ermitteln, in Abhängigkeit von der das Verhalten des Fahrers charakterisierenden Größe eine zweite Interventionsstufe zu bestimmen und die Interventionsstufe, in der die Sicherheitsmittel ansteuerbar sind, auf die geringere der ersten und der zweiten Interventionsstufe zu begrenzen.

In addition, a system for controlling safety means in a motor vehicle in a driving situation is provided, in which a collision between the motor vehicle and an environment object in the environment of the motor vehicle can occur, wherein the safety means can be controlled in predetermined intervention levels. The system includes

• An evaluation unit which is designed to determine a risk for a collision between the motor vehicle and the object as a function of detected movement data of the environment object,
• At least one sensor for detecting a quantity which characterizes a behavior of a driver of the motor vehicle, and
• A hazard calculator designed to determine a first intervention level as a function of the determined risk of collision, to determine a second intervention level as a function of the parameter characterizing the behavior of the driver, and the intervention level in which the security agent can be controlled to the lower one limit the first and second intervention levels.

The invention assumes that the assessment of a driving situation by the driver is reflected in the behavior of the driver, and includes the idea of limiting the intervention level in which the safety means of the motor vehicle are controlled depending on the behavior of the driver. In this case, the intervention level in which the security funds are controlled, on limits the lower of the first intervention level determined as a function of electronically determined risk of collision and the second intervention level determined as a function of the variable characterizing the behavior of the driver. This means that there is a limit to the first intervention level if the second intervention level is higher than the first intervention level and to the second intervention level if lower than the first intervention level. The level of the intervention level determines the degree of interventions made by means of security, ie the "severity" of the security measures taken. In lower intervention levels, for example, a warning of the driver and / or an intervention, which is imperceptible to the driver, into a brake system of the motor vehicle can be undertaken. Higher levels of intervention may, for example, provide for intervention in the driving behavior of the motor vehicle, such as braking and / or steering interventions.

by virtue of Limiting the intervention level prevents the Security agent driven in a higher intervention level can be. By limiting the intervention level depending on the driver behavior or the driver behavior characterizing size thus becomes particular prevents security measures from being carried out be compared to the driver's assessment the driving situation are disproportionate or even contrary to the driver's assessment the driving situation.

The Collision risk, as determined by the first intervention level is determined, for example, by a size be characterized from the motion data of the environment object is determined. Furthermore, movement data of the motor vehicle be used to determine these larger. In particular, the size can be dependent from the relative position of the environment object with respect to the motor vehicle, the time span until a possible collision between the motor vehicle and the environment object, one for the avoidance of Collision required lateral acceleration of the motor vehicle or several of these data are calculated.

A Design of the method and the system provides that the Safety devices in the lesser of the first and second intervention levels be controlled.

moreover it is in one embodiment of the method and the Systems provided that it is the behavior of the driver characterizing size about a position of a Gas pedal acts, using the accelerator pedal an operating condition a drive motor of the motor vehicle can be influenced.

In This embodiment uses the knowledge that the driver - side assessment of the driving situation in the Usually the behavior of the driver when operating the Accelerator pedal influences. This changes the driver's accelerator pedal position usually only in one direction, in that of the drive motor provided drive torque is increased when he Driving situation considered less dangerous. In driving situations where the driver of a higher Collision risk, it generally triggers the accelerator pedal.

A further embodiment of the method and the system provides that that characterizes the behavior of the driver Size of a braking force equivalent to that of the Driver has been set.

In This embodiment uses the knowledge that the driver usually operates the brake system of the motor vehicle and sets a braking force when he is at some risk for fearing the collision with an environment object, in particular, if the environment object is in front of the motor vehicle.

A Connected configuration of the method and system draws It is characterized by the fact that it is the behavior of the driver characterizing size about a position of a operated by the driver brake pedal for actuating a Brake system of the motor vehicle and / or one of the driver brake pressure set within the brake system.

Based The sizes mentioned can be determined particularly easily be whether the driver operates the brake system of the motor vehicle. In this case, sensors for detecting one or both of the mentioned Sizes usually already for execution further assistance functions of the motor vehicle provided, and can be "shared" within the scope of the invention.

A Further development of the method and the system is characterized in that that on the basis of the behavior of the driver characterizing size a behavior is selected from a set of predefined Behaviors, each associated with an intervention level with the intervention level as the second intervention level which is associated with the selected behavior.

It has been shown that the driver behavior by assigning the characterizing the behavior of the driver to one of several predefined behaviors can be considered particularly simple and reliable.

• – eine erste Verhaltensweise, welche eine Veränderung der Fahrpedalstellung umfasst, die zu einer Vergrößerung eines von dem Antriebsmotor bereitgestellten Antriebsmoments führt,
• – eine zweite Verhaltensweise, welche ein Beibehalten der Fahrpedalstellung innerhalb eines vorgegebenen Zeitraums umfasst,
• – eine dritte Verhaltensweise, welche eine Veränderung der Fahrpedalstellung umfasst, die zu einer Verringerung eines von dem Antriebsmotor bereitgestellten Antriebsmoments führt, und
• – eine vierte Verhaltensweise, welche eine Betätigung der Bremsanlage des Kraftfahrzeugs umfasst.

In an associated embodiment of the method and the system, it is provided that one or more of the behaviors encompassed by the set of predefined behaviors are selected from the group comprising

• A first mode of behavior, which comprises a change of the accelerator pedal position, which leads to an increase of a drive torque provided by the drive motor,
• A second mode of behavior, which includes maintaining the accelerator pedal position within a predetermined period of time,
• A third mode of behavior, which comprises a change of the accelerator pedal position, which leads to a reduction of a drive torque provided by the drive motor, and
• - A fourth behavior, which includes an operation of the brake system of the motor vehicle.

With Advantage in this embodiment, in particular behaviors the driver of the motor vehicle, of which shown has that they are typical consequences of certain assessments the criticality of a driving situation. Especially The first behavior corresponds to a low level of the driver perceived criticality of the driving situation, the third Behavior of increased perceived criticality the driving situation and the fourth mode of behavior of a high perceived Criticality of the driving situation. Based on the second behavior is advantageously considered a behavior in which no reaction of the driver to the present driving situation takes place.

A Embodiment of the method and the system is also characterized in that at least one intervention level an output of a driving warning and / or one of the driver substantially imperceptible influencing of the brake system of the motor vehicle this level of intervention is a behavior of the driver, which includes a change in the accelerator pedal position, that to an enlargement of one of the drive motor provided drive torque leads, is assigned.

at This embodiment is limited Safety measures on a driver warning and / or of the driver not noticeable interventions in the brake system, if it is determined that the driver the accelerator pedal position such changes that provided by the drive motor Drive torque increased. This takes into account that the driver usually does not consider the driving situation as critical assesses when he shows this behavior, so that more stringent security measures, especially perceptible ones Interference with the driving behavior of the vehicle in contradiction to the Situation assessment of the driver would stand.

Further an embodiment of the method and of the System in that at least one intervention level a Influencing a driving behavior of the motor vehicle provides, wherein this level of intervention a behavior of the driver, which comprises an actuation of the brake system of the motor vehicle, assigned.

Advantageous In this embodiment, an influence on the driving behavior authorized when the driver operates the brake system and thus it can be assumed that the driving situation of the driver classified as critical. To influence the driving behavior of the motor vehicle can, for example, a means of a corresponding Aktors executed braking and / or a steering intervention be provided.

About that In addition, an embodiment of the method and the system is characterized in that an object probability is determined, which is a measure of security with which the environment object has been detected, depending on the object probability a third intervention level is determined and the intervention level, in which the security funds are controlled, the least limited to the first, second and third intervention levels.

hereby is taken into account that environment objects are not always with high accuracy and reliability by means of Environment sensor of the motor vehicle can be detected. By limiting the intervention level depending on from the object probability can disproportionate Measures are prevented when the object or its Movement data has been detected only with a low accuracy.

Of Furthermore, a computer program product is provided which includes a Computer program includes commands for execution a method of the type described above on a computer having. In particular, the computer may be a microcomputer act, which is part of an existing in the motor vehicle Security system is.

Furthermore, the invention comprises a motor vehicle which has safety means for increasing driving safety in the event of a possible collision between the motor vehicle and an environment object as a system of the type described above for driving the security means.

The aforementioned and other advantages, special features and functional Embodiments of the invention will become apparent from the dependent claims and the following description of preferred embodiments with reference to the figures.

Brief description of the figures

From the figures shows:

1 1 is a schematic block diagram of a motor vehicle with a safety system designed according to the invention;

2 a schematic block diagram of the security system of in 1 shown motor vehicle,

3 an illustration of an environment called a run-up hose,

4 an illustration of an environment called ACC hose,

5 an illustration of an environment called a pass tube,

6a ) -C) in each case a diagram with a curve for illustrating a partial probability for calculating a hypothesis probability for a run-up hypothesis,

7a ) -C) in each case a diagram with a curve for illustrating a partial probability for calculating a hypothesis probability for an ACC hypothesis,

8a ) -C) in each case a diagram with a curve for illustrating a partial probability for calculating a hypothesis probability for a pass hypothesis,

9a ) -C) in each case a diagram with a curve for illustrating a partial probability for calculating a hypothesis probability for a cut-in hypothesis,

10a ) -C) in each case a diagram with a curve for illustrating a partial probability for calculating a hypothesis probability for a collision-unavoidable hypothesis,

11a ) -C) in each case a diagram with a curve for illustrating a partial probability for calculating a hypothesis probability for a collision hypothesis and

12 a diagram illustrating the determination of an intervention level.

Representation of embodiments

In 1 is a motor vehicle 100 represented, which via a drive motor 101 has, by the driver of the motor vehicle 100 by means of an accelerator pedal 102 is controlled. One from the drive motor 101 Provided drive torque is transmitted via a drive train, not shown in the figure, to two or all four vehicle wheels 107VL . 107VR . 107HL . 107HR transferred to the motor vehicle 100 drive. In the exemplary illustration are the front wheels 107VL . 107VR of the motor vehicle 100 steerable and over a steering line 108 with one of the driver of the motor vehicle 100 operable steering wheel 109 connected. In addition, the motor vehicle has 100 via a brake system, which is designed for example as a hydraulic brake system. From the driver of the motor vehicle 100 is the brake system by means of a brake pedal 103 actuated. Due to an operation of the brake pedal 103 is a brake pressure in a master cylinder via a brake booster, not shown in the figure 104 built up. Via a hydraulic unit 105 can the brake pressure to the wheel brakes 106vl . 106VR . 106HL . 106HR be transmitted. For this purpose, hydraulic lines are provided, which for reasons of clarity in 1 are not shown. The wheel brakes 106vl . 106VR . 106HL . 106HR include a vehicle-mounted brake piston which is pressed against a wheel-mounted brake disc when the wheel brakes 106vl . 106VR . 106HL . 106HR be pressurized, whereby a braking torque is generated. The hydraulic unit 105 is designed in a manner known to those skilled in the art and allows a driver-independent adjustment of the brake pressure in the wheel brakes 106vl . 106VR . 106HL . 106HR , In particular, the brake pressure in the wheel brakes 106vl . 106VR . 106HL . 106HR by means of the hydraulic unit 104 be increased automatically.

Furthermore, the motor vehicle has 100 via a driving condition sensor 110 , This includes in particular wheel speed sensors, from whose signals the longitudinal speed of the motor vehicle 100 can be determined, a yaw rate sensor for determining the yaw rate of the motor vehicle 100 and optionally a lateral acceleration sensor for determining the lateral acceleration of the motor vehicle 100 , The driving state sensor system preferably comprises 110 also one inside the steering column 108 arranged steering angle sensor for detecting the steering angle of the steerable front wheels 107VL . 107VR , Using the measurement data the driving condition sensor 110 In particular, the respective current dynamic state of the motor vehicle can be determined 100 determine. About the driving condition sensor 110 In addition, the motor vehicle has 100 also sensors, by means of which the operating state of individual vehicle components can be determined. This is in particular an accelerator pedal sensor for detecting the accelerator pedal position and a pressure sensor for detecting the in the master cylinder 104 the brake system set by the driver brake pressure. Instead of the pressure sensor and a pedal travel sensor can be provided, which determines the position of the brake pedal 103 detected. By means of the latter sensors, in particular the behavior of the driver in the longitudinal guidance of the motor vehicle 100 be determined.

For recording environment objects 112 in the environment of the motor vehicle 100 This also has an environment sensor 111 , The environment sensor 111 includes, for example, a radar sensor with a detection range 113 , which is a solid angle area in front of the motor vehicle 100 equivalent. The radar sensor may be, for example, the sensor of one in the motor vehicle 100 provided ACC (Adaptive Cruise Control) system for automatic distance control, which can perform a value-added function within the present invention. Alternatively or in addition to the radar sensor, the environment sensor 110 For example, a lidar, infrared or video sensor included. Furthermore, the detection area 113 the environment sensor 111 be extended by means of suitable environmental sensors also such that it additionally the lateral and / or rear environment of the motor vehicle 100 includes. At the in the coverage area 113 located and by means of environment sensors 110 detected environment objects 112 that in terms of a possible collision with the ego vehicle 100 are relevant, it is primarily to other motor vehicles, which together with the motor vehicle 100 moving in traffic. For linguistic distinction from the other motor vehicles, the motor vehicle 100 therefore in the following also as ego vehicle 100 designated.

By means of the environment sensor 111 become the relative position and relative velocities of their detection range 113 located environment objects 112 in relation to the ego vehicle 100 certainly. As a position of environment objects 112 becomes the position of reference points of the surrounding objects 112 , which are usually the center of the ego vehicle estimated from the sensor data 100 facing object fronts acts. On the basis of the sensor data is in an evaluation of the environment sensors 111 In addition, a first classification of the detected environment objects 112 performed. In this case, for example, based on the detected movement of environment objects 112 and the captured outlines of environment objects 112 , the environment objects moving in traffic 112 , from such environment objects 112 distinguished, which are located at the edge of the road or next to the roadway.

If the environment sensor 111 includes a video sensor, lane markings can also be detected, and the evaluation electronics of the environment sensors 111 can determine from the course of the course of the road on which the ego vehicle 100 and the environment objects participating in the traffic 112 move. If the lane markings not by means of the environment sensors used 111 can be detected, the road course using environmental objects 112 , which limit the roadway - such as crash barriers - are estimated. In addition to this intended use, the environment objects become 112 that are not on the road, but not further considered and rejected. In the following, the term environment objects therefore only refers to such objects in the environment of the ego vehicle 100 which are assumed to be moving in traffic.

If the environment sensor 111 includes a forward in the vehicle longitudinal direction radar sensor, which is assumed below, then also environment objects 112 to be grasped, which is behind the immediately before the ego vehicle 100 located environment object 112 located and are covered by this, if it is in the environment located in front of the motor vehicle 112 is a vehicle with sufficient ground clearance. The reason for this is that the radar radiation is reflected from the road and thus under a vehicle in front on the hidden environment object 112 meets. Such hidden environment objects 112 can also be taken into account when evaluating the current driving situation.

In addition, the environment sensors provides 111 Measured values, such as the backscatter cross section of a detected environment object 112 , what conclusions about the quality of detection of the environment object 112 allow.

The data acquired by means of the above-described sensors becomes within the ego vehicle 100 a security system 114 supplied, which recognizes potentially critical driving situations based on these data and in such driving situations control commands for controlling safety means 116 of the ego vehicle 100 certainly.

The security means 116 include the Hy draulikeinheit 105 with which the brake system of the ego vehicle 100 can be influenced. In this case, for example, an automatic braking operation can be performed, or the wheel brakes 106vl . 106VR . 106HL . 106HR can be preconditioned for a subsequent braking operation, for example, by a low brake pressure is built up by which a clearance between the brake piston and the brake disc is reduced or eliminated. In addition, it is possible thresholds for triggering certain functions of the hydraulic unit 105 to be able to trigger these functions more quickly in the event of an imminent collision. An example of such a function is a hydraulic brake assist (HBA) known per se, in which a brake pressure set by the driver in the brake system is increased to a maximum value in a critical driving situation in order to ensure maximum deceleration. The function is usually activated when the brake pedal gradient, ie the speed at which the driver enters the brake pedal, or the brake pressure gradient, ie the rate of change of the brake pressure within a master cylinder 104 the brake system exceeds a predetermined trigger threshold. By lowering this trip threshold, the HBA can be triggered more quickly, so that the braking distance of the ego vehicle 100 shortened.

Other security measures 116 of the ego vehicle 100 are in 1 schematically in the block 115 summarized. The security means 115 include means for the driver's visual, audible or haptic warning of a possible collision with an environment object 112 , Optical warnings may be, for example, by means of one of the driver of the ego vehicle 100 visible display and / or output by means of a warning light, such as in a dashboard of the ego vehicle 100 is arranged. Audible warnings include, for example, warning sounds by means of a loudspeaker or by means of one in the ego vehicle 100 provided audio system can be output. Haptic warnings can be about using one in the steering column 108 arranged Lenkaktors be issued by this the steering wheel 109 briefly applied with a torque. Alternatively or additionally, the ego vehicle 100 also by a short time by means of the hydraulic unit 105 be executed braked brake pressure increase, so that a brake pressure is caused, which makes the driver aware of a danger situation.

In addition, the security funds include 115 preferably one or more devices for increasing the passive vehicle safety. In particular special reversible belt tensioners can be used with which the seat belts applied by the vehicle occupants can be tightened to better secure the vehicle occupants in the event of a collision can. In addition, in the ego vehicle 100 Means are provided for adjusting the seating position of the vehicle occupants, which bring the vehicle occupants by an adjustment of the seats in a favorable position, as well as facilities with which windows and / or a sunroof of the ego vehicle 100 can be closed in an imminent collision, the penetration of objects in the ego vehicle 100 to prevent. Furthermore, the security means 115 Means for preconditioning of irreversible safety means, such as airbags and / or pyrotechnic belt tensioners, which reduce the trigger thresholds of the irreversible safety means in case of a possible collision, so that the irreversible safety means respond faster in a collision.

In addition, the security funds 115 For example, an actuator for blocking the accelerator pedal 102 include, in particular, can be prevented with the driver that the ego vehicle 100 accelerated in a critical driving situation.

The security system 114 is in the 2 Shown in more detail on the basis of a schematic block diagram. It includes a situation analysis device 201 which performs an analysis of the current driving situations and evaluates the determined driving situation with regard to the risk of collisions, as well as a hazard calculator 202 , which depends on the in the situation analysis device 201 Assessment of the current driving situation Signals for controlling the safety devices 116 determined and to the security 116 or to control the security means 116 provided actuators sends. The situation analysis device 201 includes an evaluation device 203 , in which an analysis of the present driving situations is made. In particular, variables in relation to the detected environment objects become 112 determined for the subsequent assessment of the driving situations and for the determination of the control commands for the control of the safety means 116 be used. The assessment of the driving situation will be in the n hypothesis blocks 205 ₁ , ..., 205 _n performed. In addition, the situation analyzer includes 201 a first prefilter 206 and a second prefilter 207 ,

In the evaluation device 203 Be the of the environment sensors 111 and the driving condition sensor 110 Data provided evaluated for by means of environmental sensors 111 captured environment objects 112 to determine the sizes for the subsequent evaluation of the current driving situation are used. In a manner generally known to the person skilled in the art, first of all, based on the movement data of the detected environment objects 112 Trajectories of environment objects 112 calculated. Further, by means of the driving condition sensor 110 captured data a trajectory of the ego vehicle 100 calculated. Preferably, the calculation is based on the trajectories of the environment objects 112 and the ego vehicle 100 also the determined or estimated road course, since it can be assumed that the ego vehicle 100 as well as the environment objects 112 essentially follow the roadway. The road course represents a boundary condition that can be used at least for the plausibility of the trajectories.

Based on the trajectories of environment objects 112 and the own vehicle 100 then becomes for each environment object 112 assuming steady state conditions, calculates the time span up to the collision time point at which the ego vehicle or its front is at the same height as the surrounding object 112 located. This time span is referred to below as TTC (time to collision). For the environment objects 112 for which a TTC has been calculated that is less than a predetermined threshold TTC _threshold , also becomes the delay of the ego vehicle 100 determined, which is required to prevent by a braking operation, the vehicle front to the same height with the surrounding object 112 arrives. This delay will also be referred to as the collision avoidance delay below. Furthermore, in relation to these environment objects 112 calculates a lateral acceleration that is required to collide with the surrounding object 112 by an evasive maneuver or a deviation from the calculated trajectory of the ego vehicle 100 without performing a brake intervention. This lateral acceleration is referred to below as the lateral acceleration acceleration. In principle, any method known to the person skilled in the art can be used to determine the TTC, the collision avoidance delay and the evasive lateral acceleration. A known method for determining these quantities is, for example, in the international patent application WO 2005/082681 A1 described.

If it is the environment object 112 an optionally considered hidden environment object 112 then the TTC, the collision avoidance delay and the alternate lateral acceleration for that environment object 112 taking into account the obscuring environment object 112 certainly. This can for example take place in that a distance between the hidden environment object 112 and the ego vehicle 100 assumed to be around the longitudinal extent of the obscuring surrounding object 112 plus a distance between the obscuring and the hidden environment object 112 is reduced.

For the environment objects 112 in which a TTC has been assigned which is smaller than the threshold TTC _threshold , is also a distance between the calculated trajectory of the ego vehicle 100 and the current position of the corresponding environment object 112 determined. This distance, which is also referred to below as the lateral offset Δy of the object, corresponds to the distance between the two-way vehicle 100 and the surrounding object 112 adjusts if the environment object 112 is held in its current position and the ego vehicle 100 along its trajectory until its front is level with the surrounding object 112 located. The track to the the ego vehicle 100 would have to be moved on its calculated trajectory, so that its front is at the same height with the environment object 112 is also briefly below as the distance between the ego vehicle 100 and the surrounding object 112 designated. In addition, the velocity component becomes the current velocity of the environment object 112 determined at the point perpendicular to the calculated trajectory of the ego vehicle 100 stands in which is the front of the ego vehicle 100 at the same height as the surrounding object 112 located. This velocity component is referred to below as the lateral velocity v _{y of} the environment object 112 is directed.

In addition, for the environment objects 112 with a TTC that is less than the threshold TTC _threshold , determines an object probability. The object probability is a measure of the certainty that an environment object 112 actually correct from the environment sensor 111 has been detected and is dependent on the backscatter cross section of the surrounding object 112 calculated. Furthermore, the detected movement pattern of the environment object becomes 112 considered in the determination of the object probability, as this also allows conclusions on whether it is a relevant environment object 112 is.

• – Die Kollisionsvermeidungsverzögerung,
• – die Ausweichquerbeschleunigung,
• – der Lateralversatz Δy,
• – die Lateralgeschwindigkeit v_y und
• – die Objektwahrscheinlichkeit.

After the processing of the environment sensors 111 and the driving condition sensor 110 Provided data in the evaluation is thus for each environment object 112 in particular the assigned to him TTC. For the environment objects 112 which have a TTC less than the threshold TTC _Threshold , will also have the following data:

• The collision avoidance delay,
• The avoidance lateral acceleration,
• The lateral offset Δy,
• The lateral velocity v _y and
• - the object probability.

Based on the information about the TTC and the lateral offset Δy in the prefilter 206 a preselection of the relevant environment objects 112 made at which the environment objects 112 be discarded, in which in the near future a collision with the ego vehicle 100 impossible or at least highly unlikely. In particular, the environment objects become 112 discarded, which is assigned a TTC that is greater than the threshold TTC _threshold or infinity. Likewise, environment objects 112 for which a collision avoidance delay greater than a predetermined threshold has been determined. Furthermore, environment objects 112 discarded whose lateral offset Δy is greater than a predetermined threshold corresponding to twice a lane width. These are environment objects 112 that are not in the same lane 301 like the ego vehicle 100 still in a neighboring lane 302 are located. In one embodiment, the lane width used is based on a predefined value which corresponds approximately to the width of a typical traffic lane. Preferably also all environment objects 112 discarded whose absolute velocity over a longer period of time had the value 0, ie all standing environment objects 112 whose arrest has not been observed.

The prefiltering is the further data processing on the relevant environment objects 112 limited, which are potentially "dangerous", ie on the environment objects 112 with which a collision can not be ruled out within the time span specified by the threshold TTC _threshold . The prefiltering makes sense here to reduce the computing capacity required for the further processing of the environment object data 112 is required to restrict or increase the data processing speed.

For every relevant environment object 112 , which has not been discarded in the prefiltering, is in the hypothesis blocks 205 ₁ , ..., 205 _n each checked, whether on the environment object 112 a corresponding hypothesis block 205 ₁ , ..., 205 _n assigned situation hypothesis is applicable. The in the different hypothesis blocks 205 ₁ , ..., 205 _n Situation hypotheses tested for their applicability relate to typical driving situations occurring in road traffic, in which at least potentially the risk of a collision between the ego vehicle 100 and the surrounding object 112 exists, and which can be distinguished on the basis of the data obtained from the measurement signals of the existing environment sensors 111 and driving condition sensors 110 can be determined. On the basis of the hypotheses, these situations are distinguished with regard to their criticality, so that the criticality of in relation to an environment object 112 present driving situation from the nature of the environment object 112 applicable hypothesis can be derived.

The applicability of a hypothesis to an environment object 112 results from the lateral offset Δy of the environment object 112 , the TTC assigned to it and the collision avoidance delay associated with it. With regard to the TTC and the collision avoidance delay, value ranges are preferably predefined for each hypothesis based on threshold values, and the applicability of a hypothesis is determined if the variables lie in the predefined value ranges. With respect to the lateral offset Δy of an environmental object 112 is for each hypothesis preferably one in front of the ego vehicle 100 specified area, which is referred to below as a tube in which the environment object 112 to determine the applicability of the hypothesis. The hoses correspond to value ranges of the lateral offset Δy of an environment object 112 that are predetermined in dependencies on the route that the ego vehicle 100 on its calculated trajectory, so that a front is at the same height as the surrounding object 112 located. For a straightforward movement of the ego vehicle 100 are different tubes 300 . 400 and 500 in the 3 . 4 and 5 illustrated. If the trajectory of the ego vehicle 100 Describing a curve, the hoses are curved, so that in particular their center line on the trajectory of the ego vehicle 100 lies. As can be seen from the figures, the hoses extend 300 . 400 . 500 lens-shaped along the calculated trajectory of the ego vehicle 100 and become more distant from the ego vehicle 100 narrower. This takes into account that the calculated trajectory becomes more inaccurate and unsafe for longer distances or periods, and it prevents a hypothesis from being used, even though the underlying data is highly uncertain.

For each given hypothesis is in the situation analyzer 201 a hypothesis block 205 ₁ ; ...; 205 _n intended. In every hypothesis block 205 ₁ ; ...; 205 _n is for every environment object 112 that is not in the prefilter 206 has been discarded, checks whether the respective hypothesis on the surrounding object 112 is applicable. If a hypothesis on an environment object 112 Applicable is for this environment object 112 In addition, a hypothesis probability is calculated. This is a measure of the certainty with which the hypothesis on the relevant environment object 112 actually true.

In principle, any number of situation hypotheses can be specified, their applicability to a specific environment object 112 each in a hypothesis block 205 ₁ , ..., 205 _n ge is checked. With regard to a saving of required computing capacity or an increase of the data processing speed in the security system 114 However, it is advantageous to specify a limited number of relevant hypotheses. In one embodiment of the invention, therefore, six hypotheses are given, which are for example referred to as run-up hypothesis, ACC hypothesis, pass hypothesis, cut-in hypothesis, collision-unavoidable hypothesis and collision hypothesis. These hypotheses and the criteria for their applicability are explained in more detail below:

1. Run-up hypothesis

The run-up hypothesis refers to situations in which the ego vehicle 100 an environment object 112 approaching, in the same lane 301 is like the ego vehicle 100 which, however, is so far from the environment object 112 it is removed that sufficient time is available for avoiding a collision by dodging and / or braking.

For the run-up hypothesis only environment objects come 112 into consideration, whose lateral offset Δy is low. This is a run-up tube 300 given in the case of a straight-line movement of the ego vehicle 100 in 3 is shown. According to the above-described driving situations to which the hypothesis relates, the maximum width of the run-up tube corresponds 300 the width of a lane. environment objects 112 which are outside the run-up tube are discarded in relation to the run-up hypothesis. In addition, environment objects 112 discarded having a TTC less than a threshold TTC _run-up and having been determined for the collision avoidance delay greater than a predetermined threshold. The thresholds are chosen so that environment objects 112 be discarded, where a collision with the ego vehicle 100 no more or hardly can be ruled out. For these environment objects 112 another hypothesis is applicable, namely the collision-unavoidable hypothesis described below or the collision hypothesis also described below.

For the environment objects 112 to which the run-up hypothesis is applicable according to the aforementioned criteria, a hypothesis probability is calculated in each case. As already mentioned, the hypothesis probability is a measure of what security the hypothesis actually applies to an environment object 112 true. For the run-up hypothesis and the hypotheses described below, the hypothesis probability for an environment object becomes 112 depending on the environment object 112 associated TTC, the lateral offset Δy of the environment object 112 and its lateral velocity v _y . It is preferably provided that in each case a partial probability p _{i, run-up} (i = 1, 2, 3) is determined as a function of one of the three variables mentioned above, and the hypothesis probability for the environment object 112 is calculated as a function of the individual partial probabilities. In one embodiment, the hypothesis probability is determined as the product of the partial probabilities. Equally if the partial probabilities can enter into the hypothesis probability with different weights.

In 6a is the partial probability p _{1, run-up} shown, which depends on the for the surrounding object 112 certain TTC is determined. The probability p _{1, run-up} is small for small TTC and increases with increasing TTC up to the value 1, which is assumed for TTC = TTC _{Max, run-up} . For larger TTC, the probability p _{1, run-up} decreases.

In 6b is the probability p _2, illustrated by _run-up , which depends on the lateral offset Δy of the environment object 112 is determined. According to the shape of the run-up tube 300 has the probability p _{2, run-up} for objects whose lateral offset Δy is greater than the threshold d _{run-up in} amount, the value 0. The threshold d _{run-up is} equal to half the width of the run-up tube 300 and will work for any environment object 112 depending on its distance to the ego vehicle 100 determined, ie from the distance, which the ego vehicle 100 on his trajectory, so that his front is on the same level as the surrounding object 112 located. Its maximum value assumes the probability p _{2, run-up} , when the surrounding object 112 in the middle of the run-up hose 300 located. With increasing proximity of the environment object 112 to the edge of the run-up hose 300 decreases the probability p _{2, run-up} .

In 6c is the probability p _3, illustrated by _run-up , which depends on the lateral velocity v _{y of} the environment object 112 is determined. The probability p _{3, run-up} assumes the maximum value for lateral velocities v _y = 0 and decreases with magnitude-increasing values of the lateral velocity v _y to the value 0. This takes into account that objects with high lateral velocity v _y the lane 301 of the ego vehicle 100 leave with high probability, allowing a collision of the ego vehicle 100 on such an environment object 112 is avoided with high probability.

2. ACC hypothesis

The ACC hypothesis also refers to situations in which the ego vehicle 100 an environment object 112 approaching that in front of the ego vehicle 100 but so far from the surrounding object 112 that is enough time to avoid a collision between the ego vehicle 100 and the surrounding object 112 consists. Unlike the run-up hypothesis, however, the ACC hypothesis refers to surrounding objects 112 that are more on the edge of the lane 301 of the ego vehicle 100 are located. Therefore, the ACC hypothesis becomes an ACC tube 400 given, which the in 4 has shown shape. The ACC hose 400 has a larger width than the run-up tube 300 but is freed in the middle in approximately the shape of the run-up hose, so that separate environmental areas result from the ACC hose 400 are included. At the location of the maximum width of the ACC hose 400 The distance between the centers of these areas is approximately the width of a lane. environment objects 112 that are not inside the ACC hose 400 are discarded in relation to the ACC hypothesis. Analogous to the criteria for the applicability of the run-up hypothesis are also environment objects 112 for the ACC hypothesis associated with a TTC less than a TTC _run-up threshold and for which the collision avoidance delay greater than a predetermined threshold has been determined.

For the environment objects 112 to which the ACC hypothesis is applicable according to the criteria described above, the hypothesis probability is determined from the partial probabilities p _{i, ACC} (i = 1, 2, 3).

The from the relevant environment object 112 associated TTC computed partial probability p _{1, ACC} , the in 7a is illustrated as well as the in 7c illustrated partial probability p _{3, ACC} , which depends on the lateral velocity v _{y of} the environment object 112 is determined, chen correspond to the already explained in connection with the run-up hypothesis partial probabilities p _{1, run-up} and p _{3, run-up} .

Depending on the lateral offset Δy, the in 7b illustrated partial probability p _{2, ACC} calculated. Like from the 7b the partial probability assumes the value 0 for environment objects 112 which is outside the ACC hose 400 are located. The probability p _{2, ACC} takes the maximum for environment objects 112 located in the middle of one of the two spaces separated by a gap of the ACC tube 400 are located. Half the distance between the centers of these areas has the value d _ACC . The value d _ACC will be according to the shape of the ACC hose 400 depending on the distance between the environment object 112 and the ego vehicle 100 determined, ie, depending on the route that the ego vehicle 100 on its calculated trajectory, so that its front is level with the surrounding object 112 located. The closer an environment object 112 at the edges of the ACC hose 400 the smaller the probability p _{2, ACC} .

3. Pass hypothesis

The pass hypothesis refers to situations in which the ego vehicle 100 an environment object 112 approaching, which is in front of the ego vehicle 100 in one of the lanes 301 of the ego vehicle 100 adjacent lane 302 where there is a high probability that the ego vehicle 100 the environment object 112 will happen without a collision. Typically, these situations include overtaking, which involves that of the ego vehicle 100 outdated environment object 112 in one to the lane 301 of the ego vehicle 100 adjacent lane 302 located.

Therefore, the passport hypothesis is a passport tube 500 given that the in 5 has illustrated shape. The shape of the pass tube 500 This essentially corresponds to that of the ACC hose 400 , The pass tube 500 is however in comparison with the ACC hose 400 stretched in the transverse direction, so that instead of the edge of the lane 301 of the ego vehicle 100 the neighboring lanes 302 covers. environment objects 112 that are not inside the pass tube 500 are discarded for the pass hypothesis. Likewise, environment objects 112 for the pass hypothesis whose lateral velocity v _{y is} greater in magnitude than a predetermined threshold V _{y, pass} . If it is in the direction of the trajectory of the ego vehicle 100 move, comes for an environment object 112 an applicability of the yet to be described cut-in hypothesis into consideration, if it is from the trajectory of the ego vehicle 100 Moves away, needs an environment object 112 in view of a possible collision with the ego vehicle 100 not to be considered.

For the environment objects 112 to which the pass hypothesis is applicable according to the criteria described above, the hypothesis probability from the partial probabilities p _{i, pass} (i = 1, 2, 3) respectively.

In the diagram in 8a is the partial probability p _{1, which} illustrates _pass , depending on the environment objects concerned 112 associated TTC is determined. The partial probability p _{1, pass} has a maximum at the value TTC _{max, pass} and decreases with increasing TTC. The value TTC _{Max, Pass} is set so that a collision in the event of a lane change of the environment object 112 on the lane 301 of the ego vehicle 100 only by violent interference in the handling of the ego vehicle 100 would be avoided.

In 8b is the function of the lateral offset Δy of the environment object 112 certain partial probability p _{2, pass} illustrated. This partial probability is for environment objects 112 maximum, located in the middle of one of the two separated by the gap areas of the fitting tube 500 are located. Half the distance between the centers of this area has the value d _pass . The value d _pass will be according to the shape of the pass tube 500 depending on the distance between the environment object 112 and the ego vehicle 100 determined, ie, depending on the route that the ego vehicle 100 on its calculated trajectory, so that its front is level with the surrounding object 112 located. The closer an environment object 112 at the edges of the pass tube 500 is, the smaller the probability p _{2, pass} .

The dependent on the lateral velocity v _{y of} the environment object 112 determined partial probability p _{3, pass} is based on the in 8c illustrated diagram illustrates. The partial probability p _{3, pass} is maximum if the lateral velocity v _{y of} the environment object concerned 112 has the value 0. For increasing lateral velocities v _y , the partial probability p ₃ decreases _{, pass} quickly to the value 0. This takes into account that the probability that the ego vehicle 100 the environment object 112 happens larger when the lateral velocity v _{y of} the surrounding object 112 is lower, so it does not have to be assumed that the environment object 112 performs a lane change.

4. Cut-in hypothesis

The pass hypothesis refers to situations in which the ego vehicle 100 an environment object 112 approaching, which is in front of the ego vehicle 100 in one of the lanes 301 of the ego vehicle 100 adjacent lane 302 where there is a high probability that the environment object 112 a lane change in the lane 301 of the ego vehicle 100 performs. It is assumed that there is a collision with the environment object due to the lane change 112 could come, if not in time a braking or evasive maneuver of the ego vehicle 100 is performed.

The cut-in hypothesis is on surrounding objects 112 applicable, located within the pass tube 500 are located. For environment objects 112 that are outside the pass tube, the cut-in hypothesis is discarded. In addition, the cut-in hypothesis becomes environment objects 112 whose lateral velocity v _{y is} not greater in magnitude than the threshold value V _{y, Pass} , since in these environment objects 112 can not be assumed that they make a lane change.

For the environment objects 112 to which the cut-in hypothesis is applicable according to the criteria described above, the hypothesis probability is determined from the partial probabilities p _{i, cut-in} (i = 1, 2, 3).

The partial probability p _{1, cut-in} , determined as a function of the TTC, is exemplary in FIG 9a shown. It has a maximum at the value TTC _{Max, cut-in} , which is greater than the value TTC _{Max, Pass} , and decreases as the TTC increases. The partial probability p _{1, cut-in} corresponds essentially to the partial probability p ₁ shifted to larger TTC _{, pass} .

In the in 9b The illustrated diagram illustrates the partial probability p _{2, cut-in} , which is dependent on the lateral offset Δy of the environmental object in question 112 is calculated. It has a similar course to the probability p _{2, pass} , and has in each case a maximum in the values -d _pass and d _pass . In contrast to the partial probability p _{2, pass} , the partial probability p _{2, cut-in} falls off more quickly.

The dependent on the lateral velocity v _{y of} the environment object in question 112 determined partial probability p _{3, cut-in} is in 9c illustrated in a diagram. It is for environment objects 112 , which are left or right of the calculated trajectory of the ego vehicle 100 are different. Assuming that the lateral offset Δy for itself to the right of the trajectory of the ego vehicle 110 environment objects 112 is positive, applies the right, solid drawn branch of the partial probability p _{3, cut-in} for surrounding objects 112 that are to the right of the trajectory of the ego vehicle 100 and the left, dashed branch for surrounding objects 112 that are left of the trajectory of the ego vehicle 100 are located. As the amount of the lateral velocity v _y increases, the partial probability p _{3, cut-in increases} to the maximum value which is reached at a lateral velocity V _{y, max, cut-in} .

5. Collision-unavoidable hypothesis

The collision-unavoidable hypothesis refers to situations in which the ego vehicle 100 an environment object 112 approaching, which is in the same lane 301 in front of the ego vehicle 100 and has a lateral velocity v _y , which indicates a possible lane change. However, a critical situation is assumed in which a collision with the environment object 112 only with a low probability by a suitable evasive maneuver and / or braking maneuver the ego vehicle 100 can be prevented.

The collision-unavoidable hypothesis is on environment objects 112 applicable, located within the run-up tube 300 are located. environment objects 112 that are outside the run-up tube 300 are discarded in view of the collision-unavoidable hypothesis. Likewise, environment objects 112 discarded, which have no lateral velocity v _y .

For the environment objects 112 to which the collision-unavoidable hypothesis is applicable according to the criteria described above, the hypothesis probability is determined from the partial probabilities p _{i, collision-unavoidable} (i = 1, 2, 3).

The partial probability p _{1, collision-unavoidable} determined in dependence on the TTC is in 10a illustrated. It has its maximum at small values TTC and decreases with increasing TTC.

In the diagram in 10b is the partial probability p _{2, Collision-unavoidable} illustrated, which _depends on the lateral offset Δy of the environment object in question 112 is determined and corresponds to the already described in connection with the run-up hypothesis partial probability p _{2, run-up} .

The partial probability p _{3, collision-unavoidable} , which _depends on the lateral velocity v _{y of} an environment object 112 is determined in the diagram in 10c illustrated. In accordance with the previously described criteria for the applicability of the collision-unavoidable hypothesis, it assumes the value 0 at a lateral velocity of v _y = 0. As the amount of the lateral velocity v _y increases, the partial probability p _{3, collision-unavoidable increases} and assumes its maximum at the value V _{y, C-ua} . If the lateral velocity v _{y increases} further, the partial probability p _{3, collision-unavoidable} decreases. Thus, the partial probability p _{3, collision-unavoidable} for environment objects 112 with a high lateral velocity v _y relatively low. These environment objects 112 leave the lane 301 of the ego vehicle 100 sufficiently fast, so that a collision with a high probability is avoided.

6. Collision Hypothesis

The collision hypothesis refers to situations in which the ego vehicle 100 an environment object 112 approaching, which is in the same lane 301 in front of the ego vehicle 100 located and the lane 301 does not leave. It is assumed that a collision between the ego vehicle 100 and the surrounding object 112 with high probability can not be avoided.

Similar to the collision-unavoidable hypothesis, the collision hypothesis is on environment objects 112 applicable, located within the run-up tube 300 are located. environment objects 112 that are outside the run-up tube 300 are discarded in view of the collision hypothesis. Likewise, environment objects 112 whose lateral velocity v _y exceeds a given threshold in terms of amount, since these objects are assumed to be the lane 301 of the ego vehicle 100 leave so fast that there is no collision with the ego vehicle 100 will come.

For the environment objects 112 to which the collision hypothesis is applicable according to the criteria described above, the hypothesis probability is determined from the partial probabilities p _{i, collision} (i = 1, 2, 3). The partial probability p _{1, collision} calculated as a function of the TTC, which in the in 11a illustrated corresponds to the explained in connection with the collision-unavoidable hypothesis partial probability p _{1, collision-unavoidable} . In the 11 b illustrated partial probability p _{2, Collision} , which depends on the lateral offset Δy of the environment object 112 is determined, and the in 11c illustrated partial probability p _{3, collision} , which depends on the lateral velocity v _{y of} the corresponding environment object 112 is determined correspond to the already described in connection with the run-up hypothesis partial probabilities p _{2, run-up} and p _{3, run-up} .

• 1. Pass-Hypothese
• 2. ACC-Hypothese
• 3. Cut-In-Hypothese
• 4. Run-up-Hypothese
• 5. Collision-unavoidable-Hypothese
• 6. Collision-Hypothese

The hypotheses presented above allow, based on the nature of an environment object 112 associated hypothesis, a classification of the criticality of an environment object 112 , in terms of probability, with a collision between ego vehicle 100 and the surrounding object 112 threatening. For the rankings described here, there is the danger of the environmental object 112 the following order of precedence, in which the hypothesis is given in order of increasing collision probability:

• 1st pass hypothesis
• 2. ACC hypothesis
• 3. Cut-in hypothesis
• 4. Run-up hypothesis
• 5. Collision-unavoidable hypothesis
• 6. Collision Hypothesis

In the case of the danger computer 202 made control of the security means 116 of the ego vehicle 100 is therefore the nature of an environment object 112 Applicable hypothesis is taken into account in determining the stage in which the security funds 116 to be controlled. Furthermore, the hypothesis probability is taken into account, which indicates with what certainty the hypothesis on an environment object 112 true. With a low probability of hypothesis for a particular hypothesis, a lower intervention level is chosen than with a high hypothesis probability to avoid inappropriate safety measures. In addition, according to the previously described criteria for the applicability of the given hypotheses, for an environment object 112 different hypotheses apply. If this is the case, however, the hypothesis probabilities that differ for the environment object in question differ 112 have been determined in relation to the different hypotheses. In this case, the hypothesis probabilities in particular determine the intervention level of the hazard calculator 202 is selected.

Before the drive signals for driving 114 in the danger calculator 202 be determined, a further pre-filtering in the prefilter 207 performed. In one embodiment, the application of each hypothesis to a given number of environment objects is possibly first of all 112 limited, which have the largest hypothesis probabilities for the corresponding hypothesis. The remaining environment objects 112 are discarded for this hypothesis. The predetermined number is for example six.

From the set of environment objects 112 then at least one hypothesis is applicable, then becomes a predetermined number of environment objects 112 which determines the risk of collision with the ego vehicle 100 is greatest. The selection of these environment objects 112 is based on the nature of the environment objects 112 respectively associated hypothesis taking into account the hypothesis probability. In addition, the values of the TTC, the collision avoidance delay and / or the evasive lateral acceleration can also be taken into account for the environment objects 112 assigned. The predetermined number is, for example, also six.

As with the first prefiltering, this limitation also places the risk within the hazard computer 202 environment objects to be considered 112 reduces the required computing capacity or increases the data processing speed.

Inside the hazard calculator 202 are based on the object data of the remaining environment objects 112 Control signals for controlling the security means 116 determined, with a mode for controlling the security means 116 from an intervention level, which is also in the hazard calculator 202 is determined. In this case, several intervention levels are specified, which differ in terms of whether the control of the security funds 116 from the driver of the ego vehicle 100 is perceived, whether an intervention in the driving behavior of the ego vehicle 100 and to what extent, if any, in the handling of the ego vehicle 100 is intervened. The intervention levels are numbered in one embodiment, with higher ranked intervention levels comprising stronger measures. For each intervention level, modes are specified in which the security means 116 be controlled.

• i) Vorbefüllung der Radbremsen 106VL, 106VR, 106HL, 106HR mit Druckmittel, um das Lüftspiel zwischen den Bremskolben und Bremsscheiben zu verringern bzw. zu beseitigen, so dass das Egofahrzeug 100 bei einem nachfolgenden Bremsvorgang rascher verzögert werden kann.
• ii) Vorbefüllung der Radbremsen 106VL, 106VR, 106HL, 106HR mit einem höheren Druck, so dass eine geringe Verzögerung des Egofahrzeugs 100 von beispielsweise 0,1 g bewirkt wird, wobei hier und im Folgenden mit g die Erdbeschleunigung bezeichnet ist. Hierdurch kann das Egofahrzeug 100 bei einem nachfolgenden Bremsvorgang ebenfalls rascher verzögert werden.
• iii) "Vorbremsen": In diesem Modus werden Radbremsen 106VL, 106VR, 106HL, 106HR mit einem Bremsdruck beaufschlagt, der zu einer stärkeren Verzögerung des Egofahrzeugs 100 von beispielsweise 0,3 g führt
• iv) "Zielbremsen": In diesem Modus wird ein selbsttätiger Bremsvorgang mit einer vorgegebenen Verzögerung des Egofahrzeugs 100 ausgeführt. Die Verzögerung kann dabei innerhalb des Gefahrrechners 202 beispielsweise in Abhängigkeit von der Kollisionsvermeidungsverzögerung ermittelt werden, die für ein Umfeldobjekt 112 bestimmt worden ist.
• v) "Vollbremsung". In diesem Modus wird ein selbsttätiger Bremsvorgang mit einem maximalen Bremsdruck ausgeführt, bei dem die maximale Bremswirkung der Bremsanlage erzielt wird. Ein Blockieren der Räder 107VL, 107VR, 107HL, 107HR des Egofahrzeugs 100 wird bei der Vollbremsung vorzugsweise durch ein Antiblockiersystem (ABS) des Egofahrzeugs 100 verhindert.

In this case, for example, provided for influencing the brake system hydraulic unit 105 be controlled in the following modes:

• i) pre-filling of the wheel brakes 106vl . 106VR . 106HL . 106HR with pressure medium to reduce or eliminate the clearance between the brake pistons and brake discs, leaving the ego vehicle 100 can be delayed faster in a subsequent braking process.
• ii) pre-filling of the wheel brakes 106vl . 106VR . 106HL . 106HR with a higher pressure, allowing a slight deceleration of the ego vehicle 100 is effected, for example, 0.1 g, here and below with g, the gravitational acceleration is designated. This allows the ego vehicle 100 be delayed faster in a subsequent braking process.
• iii) "Pre-brakes": In this mode wheel brakes are applied 106vl . 106VR . 106HL . 106HR subjected to a brake pressure, which leads to a stronger delay of the ego vehicle 100 of, for example, 0.3 g
• (iv) "target braking": in this mode, an automatic braking operation with a given delay of the ego vehicle 100 executed. The delay can be within the hazard calculator 202 For example, be determined depending on the collision avoidance delay, which for an environment object 112 has been determined.
• v) "full braking". In this mode, an automatic braking operation is carried out with a maximum brake pressure at which the maximum braking effect of the brake system is achieved. One Blocking the wheels 107VL . 107VR . 107HL . 107HR of the ego vehicle 100 is in the full braking preferably by an anti-lock braking system (ABS) of the ego vehicle 100 prevented.

In addition, as already described above, it may also be provided to lower the entry threshold of the hydraulic brake assist. This measure, as well as the brake intervention listed under (i) above, are provided by the driver or occupants of the ego vehicle 100 not perceived. Therefore, these measures can already be provided at a very low intervention level. In the driving modes listed under the numbers ii) to v) is increasingly in the handling of the ego vehicle 100 intervened. These activation modes are therefore provided at higher intervention levels. In particular, full braking is preferably carried out only in the highest intervention level.

• i) Leichtes Anziehen der Sicherheitsgurte mit einer Kraft von beispielsweise etwa 50 Nm, so dass Gurtlose entfernt werden.
• ii) Stärkeres Anziehen der Sicherheitsgurte mit einer Kraft von beispielsweise etwa 75 Nm, um die Gurte sicher anzulegen.
• iii) Starkes Anziehen der Sicherheitsgurte, um die Fahrzeuginsassen korrekt in ihren Sitzen zu positionieren.

As a security agent 116 in the ego vehicle 100 used reversible belt tensioners can be controlled for example in the following modes:

• i) Lightly tighten the seat belts with a force of, for example, about 50 Nm, so that belt slack is removed.
• ii) Strengthening the seat belts with a force of, for example, about 75 Nm to secure the straps.
• iii) Tighten the seat belts to properly position the occupants in their seats.

Reversible belt tensioners are preferably at each seat of the ego vehicle 100 present and are controlled synchronously for occupied by the vehicle occupant seats. A slight tightening the seat belts, to remove the slack is already possible in lower intervention levels, as this indeed noticed by the vehicle occupants, but is usually not perceived as a loss of comfort. The driving modes listed under subparagraphs ii) and iii) are preferably used only at higher intervention levels in order to adequately secure the vehicle occupants in the event of a high or very high collision risk.

• i) Eine optische Warnung des Fahrers anhand eines Warnhinweises, der in einem von dem Fahrer des Egofahrzeugs 100 einsehbaren Display dargestellt wird oder mittels einer zusätzlichen Lampe ausgegeben wird, die in der Armaturentafel des Egofahrzeugs 100 angeordnet ist.
• ii) Eine akustische Vorwarnung des Fahrers. Diese kann beispielsweise der an sich bekannten Warnung eines ACC-Systems entsprechen, mit dem dieses den Fahrer zum Eingriffen auffordert.
• iii) eine akustische Akutwarnung des Fahrers, die eindrücklicher ist, als die akustische Vorwarnung. Insbesondere kann die Akutwarnung lauter sein, als die Vorwarnung des Fahrers und/oder höhere Töne enthalten.
• iv) Eine haptische Warnung des Fahrers. Diese kann beispielsweise durch einen kurzzeitigen Bremsimpuls erzeugt werden, der mittels der Hydraulikeinheit 105 in die Bremsanlage eingesteuert wird, oder es wird etwa mittels des Lenkaktors kurzzeitig ein Drehmoment auf das Lenkrad 109 aufgebracht.

In addition, in a dangerous or potentially dangerous driving situation, various types of driver warnings may be present in the ego vehicle 100 be issued. In particular, the following warning levels can be provided:

• i) A visual warning of the driver based on a warning, in one of the driver of the ego vehicle 100 visible display or output by means of an additional lamp in the dashboard of the ego vehicle 100 is arranged.
• ii) An acoustic warning by the driver. This can for example correspond to the known warning of an ACC system, with which this prompts the driver to intervene.
• iii) A driver's acute acoustic warning, which is more impressive than the audible warning. In particular, the acute warning may be louder than the driver's warning and / or higher tones.
• iv) A haptic warning of the driver. This can be generated for example by a short-term braking pulse, by means of the hydraulic unit 105 is controlled in the brake system, or it is about by means of the steering actuator for a short time a torque on the steering wheel 109 applied.

A visual warning of the driver can already at lower intervention levels be provided as these by the driver in general as an indication and is not perceived as a disruption. The under the numbers ii) to iv) are listed in higher Intervention levels used.

In addition, as mentioned above, means for preconditioning passive safety means, such as airbags, for adjusting the seating position of the vehicle occupants or for closing windows and / or a sunroof of the ego vehicle 100 be controlled by the driver. Another measure is, for example, in the blockage of the accelerator pedal 102 by one of the hazard calculator 202 controlled actuator.

The intervention levels include in particular an intervention level 0, in which no activation of the security funds 116 he follows. In addition, any number of additional intervention levels can be provided, which provide for more stringent measures as the ordinal number increases. These measures may be one of the abovementioned measures, but combinations of several measures may also be foreseen in one intervention stage.

• 1. Die Auslöseschwelle des hydraulischen Bremsassistenten wird abgesenkt.
• 2. Zusätzliche zu den Maßnahmen der Stufe 1 wird eine optische und gegebenenfalls akustische Vorwarnung des Fahrers ausgegeben.
• 3. Zusätzlich zu den Maßnahmen der Stufe 2 erfolgt eine Vorbefüllung der Radbremsen 106VL, 106VR, 106HL, 106HR.
• 4. Zusätzlich zu den Maßnahmen der Stufe 3 erfolgt eine akustische Akutwarnung des Fahrers, wobei die Akutwarnung anstelle einer gegebenenfalls in Stufe 3 vorgesehenen akustischen Vorwarnung ausgegeben wird.
• 5. Zusätzlich zu dem Maßnahmen der Stufe 4 wird das Fahrpedal 102 blockiert.
• 6. Zusätzlich zu den Maßnahmen der Stufe 5 erfolgt eine Vorbefüllung der Radbremsen 106VL, 106VR, 106HL, 106HR mit einem höheren Bremsdruck, die anstelle der in Stufe 5 vorgesehenen Vorbefüllung durchgeführt wird.
• 7. Zusätzlich zu den Maßnahmen der Stufe 5 erfolgt ein selbsttätiges Vorbremsen, das anstelle der in Stufe 5 vorgesehenen Vorbefüllung der Radbremsen 106VL, 106VR, 106HL, 106HR durchgeführt wird.
• 8. Zusätzlich zu den Maßnahmen der Stufe 5 erfolgt eine Zielbremsung, die anstelle der in Stufe 5 vorgesehenen Vorbefüllung der Radbremsen 106VL, 106VR, 106HL, 106HR durchgeführt wird.
• 9. Zusätzlich zu den Maßnahmen der Stufe 8 werden die Sicherheitsgurte mittels der Gurtstraffer stark angezogen, und es erfolgt eine Vorkonditionierung der Airbags des Egofahrzeugs 100.

In one embodiment, for example, in addition to the intervention level 0, the nine further intervention levels are provided, which are indicated below with their ordinal numbers:

• 1. The release threshold of the hydraulic brake assist is lowered.
• 2. In addition to the measures of level 1, an optical and possibly acoustic warning of the driver is issued.
• 3. In addition to the level 2 measures, the wheel brakes are pre-filled 106vl . 106VR . 106HL . 106HR ,
• 4. In addition to the level 3 measures, the driver shall be warned by an acoustic alarm, with the acute warning being issued instead of an audible warning, if any, provided in stage 3.
• 5. In addition to the level 4 measures, the accelerator pedal 102 blocked.
• 6. In addition to the level 5 measures, the wheel brakes are pre-filled 106vl . 106VR . 106HL . 106HR with a higher brake pressure, which is carried out instead of the pre-filling provided in stage 5.
• 7. In addition to the level 5 measures, automatic pre-braking will take place instead of the pre-filling of the wheel brakes provided for in stage 5 106vl . 106VR . 106HL . 106HR is carried out.
• 8. In addition to the level 5 measures, target braking shall be carried out in lieu of the prefilling of the wheel brakes provided for in stage 5 106vl . 106VR . 106HL . 106HR is carried out.
• 9. In addition to the level 8 measures, the seat belts are strongly tightened by means of the belt tensioners, and the airbags of the ego vehicle are preconditioned 100 ,

To determine or select the intervention level that is appropriate in relation to the present driving situation, are in the hazard calculator 202 the object data of the environment objects 112 used, not in the prefilter 207 have been discarded. The object data used for the evaluation in the hazard computer 202 In particular, the TTC, the collision avoidance delay, and the alternate lateral acceleration, which comprise an environment object, are particularly relevant 112 are assigned, the nature of the environment object 112 applicable hypotheses as well as the corresponding hypothesis probabilities and the object probability.

In addition, different sizes are preferably used to determine the intervention level, the behavior of the driver of the ego vehicle 100 characterize how in particular the accelerator pedal position and the brake pedal position or by the driver in the master cylinder 105 the brake system set brake pressure. In addition, the vehicle state is preferably taken into account, in particular the operating state of the drive motor 101 of the ego vehicle 100 and a secured information about whether the ego vehicle 100 moved in the forward direction.

The hazard calculator will determine the appropriate level of intervention 202 first for each relevant environment object 112 one intervention level per on the surrounding object 112 applicable hypothesis. That is, for an environment object 112 , to which several situation hypotheses are assigned, will each have an intervention level with respect to each on the surrounding object 112 applicable hypothesis determined. The hazard calculator determines from the individual intervention levels determined in this way 202 then the maximum to determine the intervention level, on the basis of which the control of the security funds 116 is made.

The from the danger calculator 202 performed calculation of the intervention level with respect to an environment object 112 and one applicable to this hypothesis is schematically in 12 illustrated.

In this case, based on the object data, a "desired intervention level" IS1 is determined, which in particular is that in the evaluation device 203 Evaluation of the driving situation with respect to the surrounding object 112 considered. How out 12 As can be seen, the intervention level IS1 is the minimum of the intervention levels IS1A, IS1B and IS1C.

The intervention level IS1A will depend on the nature of the environment object 112 determined hypothesis. Furthermore, in determining the intervention level IS1A, the TTC, the collision avoidance delay and / or the evasion lateral acceleration are used as the environment object 112 assigned. The hazard calculator preferably calculates 202 from these sizes and the information about the nature of the environment object 112 applicable hypothesis is a potential hazard, which is a measure of the risk of collision between the ego vehicle 100 and the surrounding object 112 is. On the basis of this hazard potential, the intervention level ISA1 can then be determined. In one embodiment, thresholds are used to specify intervals of the hazard potential, to each of which an intervention level is assigned.

The intervention level IS1B becomes the environment object 112 determines the hypothesis probability associated with the applicable situation hypothesis. For this purpose, the value range of the probability of hypothesis lying between 0 and 1 is divided into intervals to which one of the predetermined intervention levels is assigned in each case. Due to the subsequent formation of minimum values for determining the intervention level IS1, the intervention level IS1 is thus limited to an intervention level determined as a function of the hypothesis probability. Thus, even with a low probability of hypothesis, there is no high intervention level IS1 even if the one on the environment object 112 applicable hypothesis has a high rank. This will increase the risk of disproportionate security reduced.

Similarly, the intervention level IS1C is determined as a function of the object probability. It can also be provided that the range of values of the object probability is divided into intervals, to each of which an intervention level is assigned. Due to the subsequent formation of minimum values, the intervention level IS1C limits the intervention level IS1, whereby the implementation of disproportionate security measures in the case of an inaccurate or unreliable detection of the environment object 112 is prevented.

The intervention level IS2 is based on the aforementioned information about the behavior of the driver of the ego vehicle 100 and determined via the vehicle condition. This results in the total with respect to the environment object 112 determined intervention level IS as a minimum of the intervention levels IS1 and IS2. Due to the formation of minimum values, the intervention level IS2 also limits the intervention level IS to a level that, in particular, does not contradict the behavior of the driver. As a result, the execution of disproportionate or not desired or expected by the driver safety measures is also avoided.

• i) Der Fahrer beschleunigt das Egofahrzeug 100 durch eine entsprechende Betätigung des Fahrpedals 102. Dies entspricht einer negativen Rückmeldung des Fahrers.
• ii) Der Fahrer hat das Fahrpedal 102 innerhalb einer vorgegebenen Zeitspanne nicht mehr betätigt oder die Pedalstellung des Fahrpedals 102 ist innerhalb einer vorgegebenen Zeitspanne unverändert geblieben. In diesem Fall zeigt der Fahrer keine Reaktion auf die aktuelle Fahrsituation.
• iii) Der Fahrer löst das Fahrpedal 102. Dies entspricht einer leicht positiven Rückmeldung des Fahrers.
• iv) Der Fahrer betätigt das Bremspedal 103 bzw. erhöht den Bremsdruck im Hauptzylinder 104 der Bremsanlage. Dies entspricht einer stark positiven Rückmeldung des Fahrers.

Depending on the behavior of the driver of the ego vehicle 100 In doing so, the intervention level IS2A is determined. To determine the intervention level IS2A, in one embodiment, the following behaviors of the driver of the ego vehicle 100 give an indication as to whether the driver considers the situation to be harmless, unsafe or rather dangerous:

• i) The driver accelerates the ego vehicle 100 by a corresponding actuation of the accelerator pedal 102 , This corresponds to a negative feedback from the driver.
• ii) The driver has the accelerator pedal 102 within a predetermined period of time no longer actuated or the pedal position of the accelerator pedal 102 has remained unchanged within a given period of time. In this case, the driver shows no reaction to the current driving situation.
• iii) The driver releases the accelerator pedal 102 , This corresponds to a slightly positive feedback from the driver.
• iv) The driver depresses the brake pedal 103 or increases the brake pressure in the master cylinder 104 the brake system. This corresponds to a strong positive feedback from the driver.

Each of these behaviors is associated with an intervention level which, on the basis of its intended minimum value formation for determining the intervention level IS, corresponds to the highest level of intervention applicable to the driver's behavior. Negative feedback from the driver dictates a low intervention level, such as an intervention level limited to a driver alert. An intervention in the driving behavior of the ego vehicle 100 does not take place in this case, as it can be assumed that the driver does not consider the situation to be risky. If no reaction of the driver is recognizable or there is a slightly positive feedback from the driver, then preferably a medium intervention level is specified. In this case, it can be assumed that the driver at least does not consider the situation as safe. In the case of a strong positive feedback from the driver, it can be assumed that the driver considers the driving situation to be at least potentially dangerous and considers an intervention in the driving behavior to be necessary. Therefore, in this case, the highest intervention level is preferably provided as the maximum intervention level.

The intervention level IS2B becomes dependent on the information about the vehicle state of the ego vehicle 100 determined. It is, as already mentioned, checked whether the drive motor 101 of the ego vehicle 100 is in operation and whether the ego vehicle 100 moved in the forward direction. If this is the case, then basically the control of all existing security means 116 possible in any level. Therefore, in this case, the highest level of intervention is selected. If the drive motor of the ego vehicle 100 is not in operation or is the ego vehicle 100 not moved in the forward direction, then preferably no security measures are initiated. Therefore, the hazard calculator chooses 202 in this case, the intervention level 0.

The control of the security means 116 of the ego vehicle 100 is from the danger calculator 202 based on the highest level of intervention made for the relevant environment objects 114 is determined in the manner described above. The modes in which the security means 116 within the various intervention levels are within the hazard calculator 202 or the security system 114 stored in a table. According to the determined intervention level, the provided security funds 116 then on the basis of control commands from the danger computer 202 driven. If doing so, to control a safety device 116 determine the strength of the intervention, as is the case for example in the case of a target braking, then the corresponding control variables are also from the hazard calculator 202 based on the object data of the "most dangerous environment object" - ie the environment object 112 for which the overall relevant intervention level has been determined - calculated and to the security concerned 114 to hand over.

QUOTES INCLUDE IN THE DESCRIPTION

This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.

Cited patent literature

• WO 2005/082681 A1 [0058]

Claims (13)

Method for controlling security means ( 116 ) in a motor vehicle ( 100 ) in a driving situation in which there is a collision between the motor vehicle ( 100 ) and an environment object ( 112 ) in the environment of the motor vehicle ( 100 ), whereby the security funds ( 116 ) are controllable in predetermined intervention levels, in which - depending on acquired movement data of the environment object ( 112 ) a risk of a collision between the motor vehicle ( 100 ) and the environment object ( 112 ) is determined, and a first intervention level is determined according to the risk of collision, - at least one variable is determined, which is a behavior of a driver of the motor vehicle ( 100 ), whereby a second intervention level is determined depending on the size determined, and - the intervention level in which the security funds ( 116 ), which is limited to the lower of the first and second intervention levels. Method according to claim 1, characterized in that the security means ( 116 ) in the lower of the first and second intervention levels. A method according to claim 1 or 2, characterized in that it is in the behavior of the driver characterizing a position of an accelerator pedal ( 102 ), whereby by means of the accelerator pedal ( 102 ) an operating state of a drive motor ( 101 ) of the motor vehicle ( 100 ) is influenced. Method according to one of the preceding claims, characterized in that the characterizing the behavior of the driver Size of a braking force equivalent to that of the Driver has been set. Method according to Claim 4, characterized in that the variable characterizing the behavior of the driver is a position of a brake pedal which can be operated by the driver ( 103 ) for actuating a brake system of the motor vehicle ( 100 ) and / or is a set by the driver within the brake system brake pressure. Method according to one of the preceding claims, characterized in that based on the behavior of the driver characterizing size a behavior is selected from a set of predetermined behaviors, each of which is assigned an intervention level, the Intervention level is determined as the second intervention level, which is associated with the selected behavior. Method according to one of the preceding claims, characterized in that one or more of the behaviors included in the set of predetermined behaviors are selected from the group comprising a first mode of behavior, which comprises a change of the accelerator pedal position, which corresponds to an enlargement of one of the drive motor ( 101 a second mode of behavior, which comprises maintaining the accelerator pedal position within a predetermined period of time; a third mode of behavior, which comprises a change in the accelerator pedal position which leads to a reduction of one of the drive motor; 101 ), and - a fourth mode of operation, which is an actuation of the brake system of the motor vehicle ( 100 ). Method according to one of the preceding claims, characterized in that at least one intervention level, an output of a driving warning and / or an essentially unnoticeable by the driver influencing the brake system of the motor vehicle ( 100 ), wherein this intervention level comprises a behavior of the driver which comprises a change in the accelerator pedal position which leads to an increase of one of the drive motor ( 101 ) provided drive torque is assigned, Method according to one of the preceding claims, characterized in that at least one intervention stage influencing a driving behavior of the motor vehicle ( 100 ), this intervention level being a behavior of the driver which causes an actuation of the braking system of the motor vehicle ( 100 ) is assigned. Method according to one of the preceding claims, characterized in that an object probability is determined, which is a measure of the security with which the environment object ( 112 ) has been detected, whereby a third intervention level is determined as a function of the object probability and the intervention level in which the security means ( 116 ) is limited to the lowest of the first, second and third intervention levels. Computer program product containing a computer program comprising instructions for carrying out a method according to any one of the preceding claims on a computer having. System for controlling security with ( 116 ) in a motor vehicle ( 100 ) in a driving situation in which there is a collision between the motor vehicle ( 100 ) and an environment object ( 112 ) in the environment of the motor vehicle ( 100 ), whereby the security funds ( 116 ) are controllable in predetermined intervention levels, comprising - an evaluation unit ( 201 . 205 ₁ , ..., 205 _n ), which is designed in dependence on acquired movement data of the environment object ( 112 ) a risk of a collision between the motor vehicle ( 100 ) and the object to be determined, - at least one sensor for detecting a variable which is a behavior of a driver of the motor vehicle ( 100 ), and - a hazard calculator ( 202 ), which is designed to determine an intervention level depending on the determined risk of collision, to determine a second intervention level as a function of the variable characterizing the behavior of the driver, and the intervention level in which the security means ( 116 ) are limited to the lower of the first and second levels of intervention. Motor vehicle comprising security means ( 116 ) for increasing the driving safety in the event of a possible collision between the motor vehicle ( 100 ) and an environment object ( 112 ) and a system according to claim 19 for driving the security means ( 116 ).