DE102012201802A1 - Driver assistance system for a two-wheeled vehicle for warning of a banking angle - Google Patents

Abstract

A driver assistance system (1) for a two-wheeler is proposed. The driver assistance system (1) determines a limit value of an angle to be assumed by the bicycle during a curve passage, for example taking into account a structural geometry of the bicycle or based on an observation of a driver-specific driving behavior. From a current speed of the bicycle to be determined by means of a speed sensor (3) and information to be ascertained with the aid of a data source (5) over a course of a preceding curve to be traveled by the bicycle, the driver assistance system (1) can estimate which inclination the bicycle is in the next curve. The driver can be warned by means of a signal device (15) if the predicted tilt is greater than a physically critical tilt or an inclination which the driver perceives as subjectively to be unpleasant. Alternatively, the driver assistance system (1) can actively intervene in the driving behavior of the two-wheeler via a control device (17).

Description

Field of the invention

The present invention relates to a driver assistance system for a two-wheeled vehicle and to a corresponding computer program product and to a computer-readable medium storing such a computer program product.

State of the art

Drivers of motor vehicles are increasingly supported by driver assistance systems when driving the motor vehicle. A driver assistance system can serve to automatically control functions of the motor vehicle or to provide the driver with information or warnings.

For passenger cars, driver assistance systems are known which are intended to prevent the driver from driving through a curve at an excessive speed. Essential information here can be the radius or the curvature of a curve lying ahead as well as the current speed of the vehicle. From this information, the driver assistance system can calculate expected lateral forces or lateral accelerations when driving through a curve ahead. If a lateral force or lateral acceleration approaches a coefficient of friction potential between the tires of the vehicle and the roadway, the risk increases that the vehicle loses the necessary curve guidance and breaks out in an uncontrolled manner.

Such a breaking of the vehicle when exceeding the maximum acceptable lateral acceleration during a curve passage and the resulting risks of an accident, for example, by a collision of the escaping vehicle with oncoming vehicles or obstacles to the driver assistance system by timely warning of the driver or a timely intervention in driving behavior counteract the vehicle.

A conventional driver information device is, for example, in EP 1389728 A1 described.

Disclosure of the invention

Embodiments of the present invention make it possible to provide a driver assistance system which is specially adapted to requirements for use in two-wheeled vehicles, in particular motorcycles.

A driver assistance system for a two-wheeler is proposed, which is set up to carry out the following method steps: determining a limit value of an angle to be assumed by the bicycle during a curve pass; Determining a current speed of the two-wheeler; Determining a course of a forward curve to be traveled by the bicycle; Predicting an inclination to be taken by the bicycle in the forward curve, based on the determined course of the curve and the determined current speed; and outputting a skew overshoot signal if the predicted skew is greater than the determined skew for the maximum skew to be taken.

Aspects of embodiments of the proposed driver assistance system may be considered, inter alia, as being based on the following findings and ideas: While passenger cars for safely driving through a curve must primarily ensure that forces due to lateral accelerations of the vehicle do not become greater than those due to friction between the tires and the roadway maximum forces, it was recognized that in two-wheeler other parameters can limit a maximum permissible cornering speed. In particular, the fact that two-wheelers occupy an oblique position when driving through a curve can lead to a limitation of a maximum permissible curve speed. In this case, a limit value of the maximum of the two-wheeled in the curve passage inclined position be both physically and psychologically conditioned and specify an angle that never exceeds the angle of the two-wheeler in the course of a curve passage.

Physically, the maximum inclination to be assumed may be limited, for example, by characteristics of the two-wheeler itself. For example, with motorcycles, depending on the geometry of the frame and the add-on parts, the motorcycle may come into contact with the ground from a certain inclination, for example with a footrest. Since such a contact can be associated with considerable risks, the limit value for the maximum inclined position to be assumed can be determined, for example, taking into account a structural geometry of the two-wheeler.

Apart from such a physical limit for a maximum to be taken inclined position of the bicycle feel many cyclists already much lower slopes of the bicycle than unpleasant. It can insofar from a psychological limit for the angle of the maximum to be taken Sloping be assumed, which is usually not exceeded even in dangerous situations. From accident research, for example, the accident scene is known that a motorcyclist has left the lane to the curve outside, although the road conditions would have allowed a higher inclination of the motorcycle and the accident could have been avoided.

It may therefore be advantageous to automatically determine the limit value for the maximum inclined position to be taken by the driver assistance system based on an observation of a driver-specific driving behavior. Thus, the driver assistance system can be enabled to detect an individual psychologically-induced threshold for a two-wheeled angle that is typically not exceeded by a particular driver, and to output an over-ride signal when the forward leaning predicted for a preceding curve is greater than this psychological limit is, even if for physical reasons there would be no risk.

In this case, for example, a current inclination during cornering can be measured to determine the limit value of the maximum inclination to be assumed, and the limit value for the maximum inclination to be assumed can be determined taking into account the measured inclination.

In other words, the driver-specific driving behavior can be observed by measuring, during a certain period of time, how strongly a driver typically voluntarily turns his motorcycle into the curve. The driver assistance system can then learn from these empirical values and set the limit value for the maximum inclined position to be assumed.

For example, this limit can be set as the maximum assumed tilt angle during the observation phase. As a possible limit, for example, the maximum assumed angle of inclination could serve, which is slowly reduced again when the driver passes through curves with a lower inclination.

Alternatively, the threshold may be set, for example, as the average of the maximum assumed bank angles for a given number of turns. Ratings and weightings of the measured slopes during a measurement period can be taken into account in determining the limit value of the maximum tilt to be assumed. If, for example, not only road profiles but also permissible maximum speeds are stored in the available map material, then e.g. Curves in which the driver was able to freely determine the speed and thus the inclination are increasingly taken into account for determining the above limit value. In turn, curves whose inclination was severely limited by a speed limit a priori could weigh less.

To be able to measure a current angle of the two-wheeler during cornering, the driver assistance system can have a bank angle sensor. For example, in the DE 2006061483 A1 A method and apparatus are known for determining a roll angle of a motorcycle. A bank angle sensor can measure a current actual banking angle of the bicycle and transmit it to the driver assistance system for observing the driver-specific driving behavior.

Alternatively or additionally, the driver assistance system may include a speed sensor and a data source for providing information about a turning radius of a currently traveled curve. From the information about the currently traveled curve radius can be deduced together with an information provided by the speed sensor information about the current speed of the two-wheel on the currently prevailing angle of the two-wheeler. The oblique position determined in this way can be used for observing the driver-specific driving behavior and, as a result, for determining the limit value of the maximum inclination to be assumed for the future.

The speed sensor can in this case a speed of the two-wheel directly by interaction with components of the bicycle such as the wheels of the two-wheeler, similar to a tachometer, determine. Alternatively, the speed sensor can also determine the current speed of the two-wheeler, for example, based on currently received GPS signals.

The data source for providing information about the curve radius of the currently traveled curve can be implemented, for example, as a database directly in the driver assistance system. Alternatively, the data source can query the required information, for example, by wireless transmission from the Internet. The information about the curve radius of the currently traversed curve can be taken, for example, from deposited road map material. In addition, the data source may also contain information about a permissible maximum speed of a currently traveled curve or route, so that the driver assistance system can estimate whether an observed banking angle during the Passing through a curve was not exceeded due to a speed limit taken into account by the driver or whether the driver should have been allowed to drive faster, but that the inclination he would take was unpleasant.

In order to be able to measure the current inclination of the bicycle even more accurately during a curve passage, in addition to information about the currently driven speed and information about the curve radius of the curve currently being traveled, further information, for example about structural features of the two-wheeler, can also be taken into account. For example, a geometric weight distribution of the bicycle, a width and a diameter of wheels of the bicycle, a steering head angle, etc. influence the cornering behavior and the tilt taken by the bicycle and thus in the measurement of the current tilt in the context of observations of driver-specific driving behavior be taken into account.

Furthermore, when observing the driver-specific driving behavior, other influencing parameters such as, for example, the type of route traveled can also be taken into account, wherein, for example, a driving behavior on inner-city roads may differ from a driving behavior on country roads. In addition, other influences such as weather-related influences, daytime influences, influences due to the currently prevailing visibility conditions, etc., can be taken into account when determining the limit value for the maximum inclined position to be assumed.

Instead of having the limit value of the maximum inclined position to be determined automatically by the driver assistance system, this can also be entered manually by a driver. For this purpose, the driver assistance system may have an input device. The input device can be provided, for example, as a keyboard in order to be able to enter the limit value as a numerical value. Alternatively, the input device can also be designed for the intuitive input of a limit angle, for example with a thumbwheel to be rotated.

While driving, the driver assistance system can continuously determine the current speed of the bicycle, for example with a speedometer-like or GPS-based speed sensor. At the same time or in real time, for example, the course of a forward curve to be traveled by the bicycle can be determined from digital map material. Based on the radius of the curve and the determined current speed of the bicycle can then be predicted to be assumed by the bicycle during passage through the curve inclined position. Of course, since the curve radius can change in the course of the curve, the angle during the curve passage can also vary. If the driver assistance system recognizes on the basis of the thus predicted inclined position that the previously determined limit value for a maximum inclined position, which was previously determined, is likely to be exceeded at least temporarily during the curve pass, an oblique overshoot signal can be output.

The driver assistance system can have a signaling device that is designed to generate a perceptible for a cyclist warning signal upon receipt of the skew overshoot signal. The warning signal can be generated, for example, optically, for example, with the help of warning lights. Alternatively, the warning signal can be generated acoustically, for example with the aid of a loudspeaker. Even a haptic perceptible signal that warns the driver, for example by means of vibrations, is conceivable.

The warning signal should be generated sufficiently in time, so that the driver has enough time to adjust to the dangerous situation and possibly to reduce the speed of the two-wheeler.

The driver assistance system can display, in addition to, for example via a display, a maximum speed that is acceptable to the driver, which should not be exceeded in the preceding curve, in order to avoid exceeding the limit value of the inclined position to be taken during the passage through the curve.

Alternatively or in addition to an output of a warning signal to the driver, the driver assistance system may comprise a control device which is designed to actively control the two-wheeler for slowing down upon receipt of the oblique overshoot signal. In this case, the driver assistance system can actively intervene in components of the bicycle via the control device and influence, for example, brakes, a clutch and / or an engine of the two-wheeler.

The proposed driver assistance system can be provided as on-board hardware, for example with a suitable sensor system, a computing unit, a display and / or other components.

Alternatively, the driver assistance system can also be implemented in a separate mobile device such as a smartphone or a mobile navigation device, wherein a Computer program instructs the device using a computer-readable code to perform the above-described to be executed by the driver assistance system steps. In order to determine skew information, sensors which are implemented in the mobile device, for example in the form of acceleration sensors and / or yaw rate sensors, can be used. Additionally, street map information may be stored in the device or the device may be configured to receive such information from a provider. From GPS data received from an integrated GPS receiver, information about a current speed of the bicycle can be obtained. On the basis of this information, the device can calculate or at least estimate a current inclination or an inclination predicted to be assumed in a preceding curve.

For example, a computer program that enables an in-vehicle or mobile programmable device to perform the described driver assistance functions may be provided as a suitable application from a computer-readable medium, such as a memory stick or a server connected to the Internet.

It should be noted that possible features and advantages of the invention herein are described in part with reference to a driver assistance system and partly with reference to a method to be performed by this driver assistance system or a correspondingly designed computer program product. A person skilled in the art will recognize that the various features can be suitably combined or exchanged in order to arrive at further embodiments and possibly synergy effects.

Short description of the drawing

Hereinafter, an embodiment of the present invention will be described with reference to the accompanying drawings, wherein neither the drawing nor the description should be construed as limiting the invention.

1 shows a driver assistance system according to an embodiment of the present invention.

The drawing is only schematic and not to scale.

Embodiment of the invention

1 shows a driver assistance system 1 according to an embodiment of the present invention. The driver assistance system 1 has a speed sensor 3 on. Furthermore, it is a data source 5 provided that can provide information about a route and in particular on a predicted to be traveled curve or a currently traversed curve. In this case, the data source can be embodied, for example, in the form of a database in which map material is stored, or in the form of a wireless Internet access in order to be able to load map data from the Internet or from a provider. In addition, the driver assistance system 1 with a tilt sensor 7 be equipped to measure a current tilt. Data from the speed sensor 3 , the data source 5 for providing the information about driving distances ahead as well as the banking sensor 7 can be connected to a common processing unit 9 to be delivered.

The arithmetic unit 9 is designed to determine a limit for a maximum of the two-wheeled during a curve pass inclined position. You can do this information about a structural geometry of the two-wheeler, in a memory 11 is stored, take into account. Additionally or alternatively, the arithmetic unit 9 taking into account that of the speed sensor 3 , the data source 5 and / or the skew sensor 7 provided information on a specific driving behavior of a two-wheeler driver over a period of time observe and determine therefrom the limit for the maximum assumed tilt.

In addition, an input device 13 to the arithmetic unit 9 be connected in order to manually enter the limit to be determined of the maximum angle to be taken or the determination of this limit influencing parameters. With the help of the input device 13 can, for example, data for person-specific customization of the driver assistance system 1 be entered.

Provided the driver assistance system 1 taking into account that of the data source 5 provided information about the course of a curve ahead and the information about the current speed of the two-wheeler recognizes that a presumed during the curve passage inclined position will be greater than the previously determined limit of the maximum tilt to be taken, generates the driver assistance system 1 a skew overshoot signal. This skew excess signal may, for example, at one with the arithmetic unit 9 connected signaling device 15 trigger the generation of a perceptible for the cyclist warning signal. Alternatively, the skew overshoot signal can be used to over a control device 17 or a suitable interface to which components of the bicycle are connected to control the bicycle for slowing down.

The proposed driver assistance system can, inter alia, offer the advantage of protecting a cyclist from unpleasant or even dangerous driving situations. In this case, a warning signal or an automatic intervention in the driving behavior of the bicycle as a function of the inclination of the vehicle can be effected, which can be taken into account that the skew of the bicycle compared to a lateral acceleration for a driver of the bicycle during a curve passage directly experienced size is. In addition, the fact can be taken into account that different cyclists perceive slopes in different ways subjectively and perceived as acceptable or even uncomfortable by the driver assistance system observed a driver-specific driving behavior and from a suitable threshold for the respective driver for the maximum assumed tilt during cornering can derive.

QUOTES INCLUDE IN THE DESCRIPTION

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

Cited patent literature

• EP 1389728 A1 [0005]
• DE 2006061483 A1 [0016]

Claims (13)

Driver assistance system ( 1 ) for a two-wheeler, characterized in that the driver assistance system ( 1 ) is adapted to perform the following method steps: determining a limit value of a maximum of the two-wheeled in a curve passage to be taken inclined position; Determining a current speed of the two-wheeler; Determining a course of a forward curve to be traveled by the bicycle; Predicting an angle to be taken by the bicycle in the forward curve based on the determined course of the curve and the determined current speed; and outputting a skew overshoot signal if the predicted skew is greater than the determined threshold. The driver assistance system according to claim 1, wherein the limit value for the maximum tilt to be taken is automatically determined based on observation of driver-specific driving behavior. Driver assistance system according to claim 2, wherein for determining the limit value of the maximum inclined position a current skew of the bicycle during cornering is measured and the limit value for the maximum inclined position is determined taking into account the measured skew. Driver assistance system according to claim 3, comprising a bank angle sensor ( 7 ) to measure the current tilt. Driver assistance system according to claim 3 or 4, comprising a speed sensor ( 3 ) as well as a data source ( 5 ) for providing information about a turning radius of a currently traveled curve. Driver assistance system according to one of claims 1 to 5, wherein the limit value for the maximum assumed inclined position is determined taking into account a structural geometry of the two-wheeler. Driver assistance system according to one of claims 1 to 6, comprising an input device ( 13 ) for manually entering the limit value for the maximum inclined position to be assumed. Driver assistance system according to one of claims 1 to 7, comprising a signaling device ( 15 ) which is adapted to generate a perceptible for a cyclist warning signal upon receipt of the skew overshoot signal. Driver assistance system according to one of claims 1 to 8, comprising a control device ( 17 ) adapted to drive the bicycle to slow down on receipt of the bank overshoot signal. Driver assistance system according to one of claims 1 to 9, comprising a data source ( 5 ) for providing information about the maximum permissible speed of a currently traveled curve. Driver assistance system according to one of claims 1 to 10, comprising an input device ( 13 ) for personal individualization. Computer program product which, when executed on a programmable device, instructs the device to perform the following process steps: Determining a limit of a maximum of the two-wheeled in a curve passage to be taken inclined position; Determining a current speed of the two-wheeler; Determining a course of a forward curve to be traveled by the bicycle; Predicting an angle to be taken by the bicycle in the forward curve based on the determined course of the curve and the determined current speed; Outputting a skew overshoot signal if the predicted skew is greater than the determined maximum skew limit. A computer readable medium having a computer program product stored thereon according to claim 12.

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