DE102013222220A1 - Method and device for detecting false triggering of an automatically triggered vehicle function - Google Patents

Abstract

It is a method and a device for detecting false triggering of an automatically triggered vehicle function, in particular an automatically triggered emergency braking with evasive maneuver proposed by a hazardous situation was detected by means of an environment sensor and the automatically triggered vehicle function is initiated, and read-in input variables are triggered after triggering the vehicle function in which measured variables of the driver behavior and measured variables with respect to the vehicle reaction are used as input variables, these input variables are compared with stored comparison values or derived from current measured values and it is concluded from the comparison whether the initiation of the automatically triggered vehicle function was a justified triggering or a false triggering.

Description

The present invention relates to a method and a device for detecting false triggering of an automatically triggered vehicle function, in particular automatically triggered emergency braking with evasive maneuvers, by detecting an emergency situation by means of an environmental sensor and initiating the automatically triggered vehicle function and reading input variables after triggering the vehicle function. wherein measured variables of the driver reaction and measured variables with respect to the vehicle reaction are used as input variables, these input variables are compared with stored comparison values or derived from current measured values and it is concluded from the comparison whether the initiation of the automatically triggered vehicle function was a justified triggering or a false triggering.

State of the art

From the DE 10 2004 052 519 A1 a device for avoiding a collision or reducing the consequences of a collision of a motor vehicle with an object is known, by means of an object detection sensor the position and speed of an object is determined with respect to the own vehicle and is determined in dependence of these variables, whether a collision is imminent and emergency braking is triggered in the event of a detected imminent collision, wherein the driver's activity is evaluated and, depending on the driver's activity, the time of the automatic release of the emergency braking is variable.

Disclosure of the invention

The core of the present invention is even more reliable to detect automatically tripped vehicle functions whose authorized triggering or false triggering of these functions and depending on the result continue or cancel the automatically triggered vehicle function to avoid undesirable effects on the vehicle environment and the occupants. According to the invention this is achieved by the features of the independent claims. In particular, it is advantageous that the evaluation of the driver activity and the vehicle reaction after triggering the automatically triggered vehicle function are detected and evaluated, so that the evaluation can be made on the basis of better data than if the detection of the driver activity and the vehicle reaction shortly before the triggering automatically triggered vehicle reaction would be assessed. Advantageous developments and refinements emerge from the subclaims.

It is particularly advantageous for the invention that the automatically triggered vehicle function is an emergency maneuver. This emergency maneuver can be an automatically triggered measure that alters a dangerous situation in such a way that the potential of a collision or the strength of an irreversible collision is reduced. In particular, this may be an emergency braking with evasive maneuvers, for example, to avoid suddenly occurring pedestrians.

Furthermore, it is advantageous that the stored comparison values or derived from the current measured values are empirically determined threshold values or are derived threshold values which are derived from further processed measured values and from which the current driver's intention can be deduced. Examples of such comparison values are the intensities (deflection) with which the driver actuates the steering wheel or the accelerator pedal or the brake pedal or values which indicate how fast the actuation of the steering wheel, accelerator pedal or brake pedal by the driver. In this case, derived values can be values which are derived according to time in order to determine the actuation speed from the intensity (deflections). Furthermore, this can be the combination of various control element actuations, which in their combination suggest that the driver wishes to counteract the currently imminent danger situation by engaging in the vehicle movement.

Furthermore, it is advantageous that the measured variables of the driver behavior are output signals from at least one of the following sensors of a vehicle. In this case, steering angle sensors come into consideration, which detect the operation of the vehicle steering wheel, in which case both the steering angle deflection and / or the steering angle speed can be detected; Furthermore, it is possible to detect output signals of a steering torque sensor whose output signals represent the force with which the driver actuates the steering wheel. Also suitable are pedal travel sensors for the accelerator pedal and / or the brake pedal, or pedal force sensors can be used which detect the force with which the driver actuates the accelerator pedal or the brake pedal. Furthermore, the output signal of a brake pressure sensor can be used as a measure of driver behavior, which detects which pressure currently prevails in the brake system and thus both the intensity and the operating speed of the brake application can be detected by the driver. Furthermore, it is advantageous that the measured variables are quantities that allow the vehicle reaction to be concluded, for example by providing output signals from inertial sensors as measured variables are, which are installed in the vehicle. As inertial sensors in particular acceleration sensors and / or at least one yaw rate sensor come into consideration, which may include the vehicle's own movement with respect to the environment. Furthermore, it is possible to evaluate at least one wheel speed sensor as the measured variable with regard to the vehicle reaction, which indicates with which rotational speed at least one vehicle wheel moves. In particular, by the evaluation of all vehicle wheel speed sensors, it is possible to describe the current dynamic behavior of the vehicle. As a further possibility for measured variables with regard to the vehicle reaction, a position determination sensor can be provided, for example a GPS sensor or a differential GPS sensor, which can detect the current position and positional change of the vehicle as well as the orientation of the vehicle with high precision and is thus also able to describe the driving dynamics of the vehicle promptly.

Furthermore, it is advantageous that the triggering of the automatically triggered vehicle function takes place by means of an additional environment sensor system, in particular by means of a video sensor for detecting pedestrians. Video sensors are finding increasing use in vehicle support functions in recent years, such that the captured images and image sequences of such a video sensor may additionally be used to detect suddenly emerging pedestrians or other danger objects and automatically trigger vehicle functions to reduce collision probability or at least collision severity. As further sensors, it is also conceivable to use lidar sensors, radar sensors, ultrasound sensors or PMD (Photonic Mixing Divices) sensors and to evaluate their output signals.

Furthermore, it is also conceivable that in a detected false trigger the already initiated evasive maneuver is canceled and the emergency braking is continued. This measure has the advantage that the tire forces available due to the comb circle can be used completely for the deceleration of the vehicle. Likewise, it is alternatively conceivable that with a detected false triggering the emergency braking is stopped and the evasive maneuver is continued. This measure has the advantage that the wheel forces available through the Kamm circle can be used almost completely for the lateral dynamic evasive maneuver. It is also conceivable that the comparison values can be determined using a partial-least-squares regression or using a neural network. In particular, it is possible to use a Bayesian network or to use a Markov model.

Of particular importance is the realization of the method according to the invention in the form of a control element which is provided for a control unit of an adaptive distance and speed control of a motor vehicle. In this case, a program is stored on the control, which is executable on a computing device, in particular a microprocessor or signal processor and suitable for carrying out the method according to the invention. In this case, therefore, the invention is realized by a program stored on the control program, so that this provided with the program control in the same way is the invention as the method to whose execution the program is suitable. In particular, an electrical storage medium can be used as the control, for example a read-only memory.

Other features, applications and advantages of the invention will become apparent from the following description of embodiments of the invention, which are illustrated in the figures of the drawing. All described or illustrated features, alone or in any combination form the subject of the invention, regardless of their combination in the claims or their dependency and regardless of their formulation or representation in the description or in the drawings.

Brief description of the drawings

Hereinafter, embodiments of the invention will be explained with reference to drawings. Show it

1 a schematic representation of an exemplary traffic situation of the system according to the invention,

2 a schematic block diagram of an exemplary embodiment of the device according to the invention and

3 an exemplary flowchart of the method according to the invention.

Embodiments of the invention

In 1 an exemplary traffic situation is shown. To recognize is a road section 1 on which the vehicle is 2 , which is equipped with the device according to the invention, moved at the speed v. Furthermore, on the right side of the road is a visual obstacle 3 shown, which may be, for example, a parked van or truck and prevents the overview of the other lane edge. Furthermore, it is shown that in the direction of travel of the vehicle 2 seen, behind the visual barrier 3 a pedestrian 4 stands, for example, the roadway 1 wants to cross and the next moment this on the road 1 will come. Due to the visual obstruction 3 becomes the driver of the vehicle 2 Do not recognize the pedestrian or only very late, so that the vehicle can perform an automatically triggered driving maneuver, for example in the form of an evasive maneuver. Determining whether the driver will react adequately to this driving situation in good time is only to be assessed with great uncertainty before the triggering of this driving maneuver and the classification of false alarms is correspondingly inaccurate. To classify whether there is a false trip or a justified trip, it is not absolutely necessary to use environmental information from video, Lidar- or radar sensors, but it is possible to use only the measurement of driving behavior. For this purpose, one can gain knowledge about the driving behavior in appropriate situations, for example, by the driver behavior is determined empirically in advance. As the basis of such a method is a database with sets of variables that are, for example, variables from steering angle sensors, steering torque sensors, pedal travel sensors, yaw rate sensors and vehicle control elements sensors, as well as further processed parameters are used, ie signals are obtained indirectly from calculated variables, for example by calculation. This may be, for example, a calculated yaw angle, which may be the square of the pedal travel, an integral or derivation of the steering angle, or other variables obtained by calculation. For each of these sets of variables is known whether this is a justified or unjustified system trigger, that is, a false trip. Using well-known methods, a model is identified to map the variable sets to the output size, whether it is a justified or unjustified system trigger. By way of example, this may involve the use of a partial lease squares regression or a neural network, in particular a Bayesian network or a Markov model. Other methods are known from the literature and can also be used for the present invention. The identified model is calculated in the later system when activating an assistance system, for example an emergency evasion function.

Based on the model output can be distinguished whether a justified or unjustified system triggering (false triggering) is present. For this purpose, the variables corresponding to the model input variables are initially formed from the variables known at runtime. Furthermore, the model can be started before a system release, for example from the time from which the collision-relevant object 4 already for the driver of the vehicle 2 is visible. Alternatively, the model can also be started at the same time or after the vehicle function has been triggered, in which case the driver's reaction to the system release is evaluated in combination with his cognitive perception of the surroundings. In addition, a system abort or switch to a fallback level in the event that a false trip was detected. In the case of a justified justified triggering of the automatically triggered vehicle function, the system can continue the vehicle function or adapt the range of functions of the automatically triggered vehicle function according to the current situation and adapt the intensity thereof.

In 2 an exemplary block diagram of an embodiment is shown. The device can be recognized 6 for false detection detection, including an input circuit 11 having. By means of the input circuit 11 can the device 6 for false-fault detection, input variables are supplied which are provided by relevant sensors. So are sensors 7a . 7b to 7c intended to capture the parameters with respect to the driver behavior. These sensors 7a . 7b , ... 7c For example, steering angle sensors, steering torque sensors, accelerator pedal sensors, accelerator pedal force sensors, brake pressure sensors or other sensors that detect the driver's reaction can be the output signals 8a . 8b , ... 8c provide. These output signals 8a . 8b , ... 8c become the input circuit 11 fed. Similarly, additional sensors 9a . 9b , ... 9c provided, the measured variables with respect to the vehicle reaction capture and as signals 10a . 10b , ... 10c provide. Such sensors 9a . 9b , ... 9c may be output signals from inertial sensors, for example from acceleration sensors, which detect the vehicle acceleration sensors in the longitudinal, lateral and / or vertical vehicle direction. Furthermore, it is possible that the sensors 9a . 9b , ... 9c comprise at least one yaw rate sensor that detects vehicle rotational movement about at least one vehicle axis and as one of the output signals 10a . 10b , ... 10c provides. Furthermore, the vehicle reaction can be detected by wheel speed sensors that detect the rotational speed of each individual vehicle wheel and the evaluation 6 provide. Furthermore, it is conceivable that output signals of a position-determining sensor may be provided as the vehicle reaction, which may for example be a GPS (Global Positioning System) sensor or may be a differential GPS sensor and by means of a current one Difference signal for error reduction and increase the accuracy of the current vehicle position and their temporal change can determine highly accurate and the device for false detection 6 supplies. The by means of the input circuit 11 supplied input signals are via a data exchange device 12 , which may for example be designed as a bus system, a calculation device 13 fed. The calculation device 13 For example, it can be embodied as a microprocessor, as a signal processor or as a hardware circuit, for example in the form of an ASIC, in which the method according to the invention runs and the corresponding input signals 8a . 8b , ... 8c such as 10a . 10b , ... 10c processed. The by the calculation device 13 determined output signals are via the data exchange device 12 an output circuit 14 forwarded, the output signals 15 . 17 outputs to downstream actuators. As downstream actuators are actuators for influencing the transverse dynamics of the vehicle and for influencing the longitudinal dynamics of the vehicle conceivable. As lateral dynamics influencing actuator is a drive device 16a conceivable for the steering, the output signals 15 the output circuit 14 in control signals for a steering device 16b converts and steers the vehicle according to precalculated vehicle trajectories. To influence the longitudinal dynamics of the vehicle, it is conceivable that a drive device 18a is provided for the deceleration device of the vehicle, which is a signal 17 from the output circuit 14 receives, with the signal 17 represents the termination of emergency braking. The drive device 18a for the delay device generates actuating signals for the brake device 18b , which can thus adjust the intended delays at the individual wheel brakes accordingly. Furthermore, an environment sensor 19 provided that detects the vehicle environment and can detect a dangerous situation. Detects the environment sensor 19 a dangerous situation, this is as a trigger signal 20 the input circuit 11 the device for false detection detection 6 fed. This trigger signal 20 for the triggering of an emergency maneuver but also the control devices 16a for the steering and 18a fed to the braking devices, which in turn start an evasive maneuver or emergency braking. Since the triggering of such, automatically triggered vehicle function in the form of the trigger signal 20 also the device 6 is supplied to the false trigger detection, it can be detected based on the driver response signals and the vehicle reaction signals, whether the triggering of emergency braking and / or an evasive maneuver took place legitimately or it was an unauthorized release, that is, a false triggering of these vehicle functions acted. Comes the calculation device 13 As a result, the automatically triggered vehicle function was a false trip, so this is via the output circuit 14 the control devices 16a for the steering and 18a for the brake device output by a signal 15 for the cancellation of an evasive maneuver and / or a signal 17 is issued for the termination of an emergency braking. In this case, the avoidance maneuver by the steering device 16b terminated and / or the emergency braking by the delay device 18b completed.

In 3 is an exemplary flowchart of the inventive method shown, for example, in the device 6 can run to the false trigger detection. This process starts in step S1 with the initialization and is continued in step S2. In step S2, it is checked whether an automatically triggered emergency maneuver of the vehicle, for example in the form of emergency braking with evasive maneuvers, by the environment sensor 19 was triggered. If this is not the case, then step S2 branches to "no" and the method recurs after step S2 up to the time in which it is determined that emergency braking with evasive maneuvers actually takes place. In this case, step S2 branches to "yes" and it becomes in the following step S3 measured variables 8a . 8b , ... 8c from sensors 7a . 7b , ... 7c read in which describe the driver behavior after triggering the emergency maneuver. In the following step S4, measured quantities are used as input signals 10a . 10b , ... 10c from sensors 9a . 9b , ... 9c read in which describe the vehicle behavior immediately after triggering the emergency maneuver. In the subsequent step S5, a threshold value calculation takes place with an empirically determined model. The result of this threshold calculation is a statement as to whether a justified triggering of an emergency braking and / or an evasive maneuver took place or an unjustified triggering, ie a false triggering of an emergency braking and / or an evasive maneuver took place. This circumstance is represented in step S6. If the triggering of the emergency braking and / or the avoidance maneuver was justified, step S6 branches to "yes" and the emergency braking or the avoidance maneuver is continued in step S7 until the method according to the invention ends in step S9. If it was determined in step S6 that the triggering of the emergency braking and / or the avoidance maneuver was not justified, that is to say a false triggering, then step S6 branches to "no" and is continued in step S8 by the unjustified emergency braking and / or the unjustified evasive maneuver is canceled in order to avoid dangerous follow-up situations. In addition to the illustrated alternative steps S7 and S8 for the continuation or abort of the emergency maneuver, it is also possible, the query in step S6 with respect to authorized triggering on the one hand for the emergency braking and on the other for the evasive maneuver separately perform. The result of step S6 may then be that both the emergency braking and the avoidance maneuver be continued or that only the emergency braking is continued, but the avoidance maneuver is canceled or the emergency braking is stopped but the evasive maneuver is continued or both the emergency braking and the Dodge maneuvers are canceled. Furthermore, it may also be possible to adapt the vehicle functions, which are continued as an emergency maneuver, in their intensity to the detected emergency situation by the intensity of these emergency maneuvers to those by means of the environment sensor 19 or the sensors 7a . 7b , ... 7c and 9a . 9b , ... 9c be recognized situation, for example, by varying the steering angle or the deceleration of all or only individual vehicle wheels. Thereafter, the method according to the invention is terminated in the following step S9. After completion of the emergency braking or avoidance maneuver in step S9, for example, the method can be restarted in step S1 again.

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

• DE 102004052519 A1 [0002]

Claims (10)

A method for detecting false triggering of an automatically triggered vehicle function by a hazardous situation has been detected by means of an environmental sensor and the automatically triggered vehicle function is initiated, characterized in that after triggering the vehicle function - input variables are read in as parameters of the driver behavior and measured variables with respect to the vehicle response - be compared from whether the initiation of the automatically triggered vehicle function was a justified trip or a false trip - is compared from the comparison with stored or derived from current measured values comparative values, - is concluded from the comparison. A method according to claim 1, characterized in that the automatically triggered vehicle function is an emergency maneuver, in particular emergency braking with evasive maneuvers, for example, to avoid pedestrians. Method according to Claim 1 or 2, characterized in that the stored comparison values or derived from current measured values are threshold values determined in advance and empirically or are derived threshold values which are derived from further processed measured values and from which the current driver request can be deduced. Method according to one of the preceding claims, characterized in that the measured variables of the driver behavior are output signals from - steering angle sensors and / or - steering torque sensors and / or - pedal travel sensors and / or - pedal force sensors and / or - brake pressure sensors. Method according to one of the preceding claims, characterized in that the measured variables measured variables with respect to the vehicle reaction of - inertial sensors, in particular acceleration sensors and / or at least one yaw rate sensor and / or - at least one wheel speed sensor and / or - a position determination sensor, in particular a GPS sensor or come from a differential GPS sensor. Method according to one of the preceding claims, characterized in that the triggering of the automatically triggered vehicle function takes place by means of an additional environment sensor system, in particular a video sensor for detecting pedestrians. Method according to one of the preceding claims 1 to 6, characterized in that at a detected false triggering the evasive maneuver is canceled and the emergency braking is continued. Method according to one of the preceding claims 1 to 6, characterized in that at a detected false triggering the emergency braking is stopped and the evasive maneuver is continued. Method according to one of the preceding claims, characterized in that the comparison values are determined using a partial-least-squares regression or using a neural network, in particular a Bayesian network or a Markov model. Device for detecting false triggering of an automatically triggered vehicle function by an environment sensor is provided which detects a dangerous situation and initiates the automatically triggered vehicle function, characterized in that after triggering the vehicle function - the device input variables are supplied, and these input variables of the driver behavior and Meßgrößenender the device has a comparison device in which these input variables are compared with stored comparison values or derived from current measured values, the device has a decision device in which it is decided whether the initiation of the automatically triggered vehicle function is a justified trip or a false trip was.

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