DE102014018621A1 - Method, control device and emergency braking system for outputting an emergency braking signal in a self-propelled vehicle - Google Patents

Abstract

The invention relates to a method for outputting an emergency braking signal in a self-vehicle (1), having at least the following steps: detecting a vehicle environment (19), determining objects (5, 5a) in the detected vehicle environment (19), determining a self-vehicle Trajectory of an anticipated or future route of the own vehicle (1), determining a situation class, in particular by differentiation between a city drive and highway ride, determining at least one safety area, in particular a safety drive tube (26, 126) and / or a triggering threshold, from the intrinsic trajectory and the degree of attention of the driver, determining whether a detected object (5) is detected in at least one safety drive tube (26, 126), and outputting an emergency brake signal as a function of the determination ,

Description

The invention relates to a method, a control device and an emergency braking system for outputting an emergency braking signal. The emergency brake signal can be output in particular for initiating emergency braking of the own vehicle; Furthermore, it can also serve for display to the driver.

Emergency braking systems are generally provided as driver assistance systems in order to detect impending rear-end crashes or frontal crashes. This makes it possible to avoid a frontal collision or to achieve a low Auffahrgeschwindigkeit in an imminent frontal collision in order to keep the damage low. For this purpose, an equation of motion of the self-vehicle is initially set up, for. As a second-order equation of motion in time with current acceleration and velocity values. Furthermore, z. B. other road users and other objects detected, z. B. by a radar system or other environment detection system of the self-vehicle, and set up corresponding equations of motion of these objects. Thus, a self-trajectory of the own vehicle can be compared with object trajectories of the other road users, so that possible collisions and thus emergency braking situations can be determined. Emergency braking situations can in principle also arise with vehicles of an adjacent traffic lane if the other vehicles or their own vehicle exceed the respective traffic lane.

However, if a situation due to z. B. corresponding limits is already assessed as an emergency braking situation and emergency braking is initiated, although the driver z. B. could still evade or significantly change the driving dynamics characteristics of other road users in the remaining time, a significant damage may occur that would not have occurred without the detection of the emergency braking situation.

Lane Departure Warning (LDW) systems are known to detect unintentional lane changes. However, such systems are generally not unproblematic, since an approach to a lane boundary due to a deliberate lane change may be unnecessarily detected as an inadvertent imminent lane change.

Furthermore, it is known to output warning signals to the driver as a function of an evaluation of the driver's attention. The DE 10 2010 048 273 A1 describes a method and a driver assistance system for the attention-dependent initiation of a vehicle action, in which an actual driving path of the driver is compared with a desired driving path, and from which the driver's attention is drawn.

The DE 10 2006 043 676 A1 proposes to suppress a warning function for dangerous driving situations depending on the determination of the driver's attention. In this case, longitudinal and / or lateral acceleration of the vehicle are determined, wherein at greater longitudinal and / or transverse accelerations, which are outside a comfort range, is closed to increased driver attention. If the determined lateral acceleration remains below a certain threshold, which can be determined empirically, a higher inattention of the driver is concluded.

The invention has for its object to provide a method, a control device and an emergency braking system for outputting an emergency braking signal, which can be formed with relatively little effort and allow high security.

This object is achieved by a method according to claim 1, a control device according to claim 17 and an emergency brake system according to claim 18.

The dependent claims describe preferred developments. Furthermore, a vehicle is provided with such an emergency brake system.

The invention is based on the idea to evaluate or classify the respective driving situation of the own vehicle on the basis of available vehicle dynamics data of the own vehicle, and to adapt a safety area as a function of this evaluation. In this case, the safety area is characterized in particular by the width of a driving tube, i. H. a safety width, and / or a triggering threshold for an emergency braking system as a minimum distance after an emergency braking initiated immediately determined.

The driving situation is evaluated on the basis of current driving dynamics signals or preferably on the basis of an evaluation of the driving dynamics signals of a previous determination period and / or a previous determination route. The vehicle dynamics signals can be used individually or advantageously in combination.

In a combined assessment, it is preferable to classify a city trip or drive in a closed village, or, as an opposite situation, a trip on a fast route, e.g. As a highway, made, with additional classes can be added.

In this case, it is assumed that when driving in a closed town, in particular a city, increased driver attention must be assumed, since the driver is required to adapt to the respective driving situation at all times. Thus, in such a city trip, many obstacles will emerge, both from other road users or moving objects, as well as stationary objects that are partly close to the lane or something project into the own lane. Nevertheless, it is recognized here that such situations generally initially do not represent a dangerous situation. Thus, an automated system such. B. an emergency braking system are not set too sensitive or sensitive, otherwise it can lead to a high rate of false alarms and brake releases.

Thus, in a typical city trip, a low situational class is scheduled, with the at least one roundabout being extrapolated into the future for the self-vehicle, with a lower safety margin; Accordingly, triggering thresholds for an emergency braking system are raised.

Thus, although vehicles often come very close to the self-propelled vehicle in the city drive, and objects approach their own driving tube or possibly cut it when extrapolated into the future, the safety system or emergency braking system is set to a less sensitive state.

It is further recognized that, in contrast to a city drive in a typical trip on a fast track, especially a highway ride, although the distances between the own vehicle and other road users are larger and the lanes are wider, but a high There is a risk that the driver will become inattentive and distracted or will no longer operate the vehicle with full attention or as a side effect. Due to the high monotony of a highway trip, possibly also an underestimation of the speeds, there is an increased risk of accidents and a prolonged driver reaction. At the same time, the risk of false alarms and braking sharply decreases, as wide lanes with high curve radii or small bends cause the emergency or emergency warning system detects a few obstacles and move the other road users with similar or faster speed in the same direction.

Thus, in a highway ride, a high situational class or hazard class is scheduled, i. H. extrapolated a travel tube with a larger safety width, furthermore trigger thresholds for emergency braking are lowered.

Between these two driving situations middle situations can be present in middle situation classes, whereby these middle situations can be represented as discrete or continuous intermediate states. These are typically the drive over a country road, z. B. a federal highway. Here are different situations possible. On the one hand, there may be a circuit with many curves and objects on the roadside, turning lanes and intersections, which thus obtains a situation class equal to the city ride or slightly higher than the city ride. For a country road with few curves, z. As well as a partially multi-lane highway, the same or a similar situation class as a highway ride can be scheduled, d. H. a higher situation class.

This can lead to an increased risk of false triggering and false warnings with the alternating characteristics of the highways.

For a country road, a medium trip, d. H. a medium-width driving line, and medium triggering thresholds are applied.

The determination of the situation class can be determined either currently or in particular via the previously determined travel speed of the own vehicle, and furthermore via the curves determined in the determination period and / or the determination route. Thus, the driving speed of the own vehicle can be determined directly from its vehicle dynamics data; the radius of curvature can be determined on the basis of a yaw rate sensor and the travel speed, possibly also using a steering angle sensor.

A city trip is detected or determined in this case if a low averaged vehicle speed is present. Furthermore, a higher number of curves per route, with smaller curve radii or higher curvature indicates a city ride.

A highway travel can be detected or detected when the self-vehicle is traveling at high averaged speeds, as well as traveling a small number of turns per route, with large curve radii or small bends of the bends.

This z. B. also be provided that even at short time exceeding an upper limit of the average speed of z. B. 90 km / h no city drive is detected, but a highway ride or at least driving on a country road.

Medium situation classes, ie trips over land, can be further differentiated; For example, in the detection or determination of the situation class, the number of driven curves per time or per distance and the curve radii, possibly also the frequency of oncoming traffic or number of other road users are used, with a higher number of other road users a higher situation class is determined.

The situation class determined in this way can currently be corrected or changed in each case by adding, for a current cornering, z. B. the safety class is lowered, so that a narrower driving route and higher triggering thresholds are recognized. Precisely because of the lateral dynamics in a cornering, there can be an increased risk of erroneous measurement data such as false warnings and false tripping, in particular, since the environmental sensor system can detect other objects in addition to the actual road surface as disturbing or collision-causing. Since a conventional cornering, which generally has a constant radius of curvature, but is easy to control for a normal driver, such detected by the environment sensors collisions or dangers can be set as low, so that during cornering, the current situation class can be lowered ,

The invention will be explained in more detail below with reference to the accompanying drawings of some embodiments. Show it:

1 a street scene with a self-drive vehicle in a winding city drive;

2 a street scene with the own vehicle during a highway trip;

3 a block diagram of the self-vehicle;

4 a flow chart of a method according to the invention; and

• a) der Schwellwertverschiebung für den Minimalabstand des Ausweichkriteriums in Abhängigkeit der Fahrgeschwindigkeit
• b) der Schwellwertverschiebung für den Minimalabstand des Ausweichkriteriums in Abhängigkeit der Querbeschleunigung
• c) der Veränderung der Sicherheitsbreite des Fahrschlauchs in Abhängigkeit der Fahrgeschwindigkeit, und
• d) der Veränderung der Sicherheitsbreite des Fahrschlauchs in Abhängigkeit der Querbeschleunigung.

5 diagrams

• a) the threshold shift for the minimum distance of the fallback criterion as a function of the vehicle speed
• b) the threshold shift for the minimum distance of the escape criterion as a function of the lateral acceleration
• c) the change in the safety width of the driving tube as a function of the driving speed, and
• d) the change in the safety width of the driving tube as a function of the lateral acceleration.

An in-house vehicle 1 moves according to 1 in a city ride 2 on a street 3 with lanes 3a and 3b ; the own vehicle 1 drives in the right lane 3a in the direction of travel, ie longitudinal direction X; the left lane 3b is intended for oncoming traffic, leaving a foreign vehicle 5 at the shown straight course of the road 3 correspondingly in the opposite direction -X drives.

The lanes 3a and 3b are by a lane boundary line 4a demarcated.

The own vehicle 1 in 3 has a yaw rate sensor 8th for detecting a yaw rate ω and outputting a yaw rate signal S1, braking 9 and a controller 10 on which receives the yaw rate signal S1 and emergency braking signals S3, S2 outputs, as emergency braking signals on the one hand emergency braking control signals S3 to the brakes 9 upstream brake valves 16 and on the other hand, emergency brake warning signals S2 to a display device 12 can be issued.

Furthermore, the vehicle 1 an environment sensor 20 for detecting a vehicle environment 19 on the one 20a Roadway sensor and / or a distance sensor 20b , z. B. radar-based, for detecting the other road users 5 and for determining distances, in particular in front of and next to the own vehicle can run. Thus, the environment sensor 20 also be designed in several parts to z. B. the lanes 3a . 3b to detect and detect. The environment sensor 20 gives environment measurement signals S4, z. B. distance signals S4, to the controller 10 out.

Furthermore, the controller takes 10 over their interface 10a Vehicle-internal driving dynamics signals S5 on, z. B. via an in-vehicle data bus 22 which in particular contain the vehicle speed v and, if present, a longitudinal acceleration a, where a can also be determined from a time derivation of v. The yaw rate signal S1 can also be transmitted via the in-vehicle data bus 22 be included; Correspondingly, the distance signals S4 can also be transmitted via the vehicle-internal data bus 22 be recorded so that the representation in 3 merely schematic and exemplary.

In the city ride 2 of the 1 is a trip within a closed town or within a city, in which the self-vehicle 1 in general 3a driving at low speed v and on its own lane with a high number nK of turns per lane and small radii of curvature RK. Furthermore, a high number nS of stops or vehicle stoppages with v = 0 per route, or even per time, are determined during city driving.

In 2 is a highway ride 102 (or expressway ride) in which the self-vehicle 1 again on his own lane 3a in the direction of travel X at a driving speed v moves. On the adjacent lane 3b drive one or more foreign vehicles 5 in the same direction X, z. B. deviating from the own driving speed v foreign velocities v5.

The curve radii RK of the own roadway 3a can each be from the controller 10 from the yaw rate signal S1 and the vehicle speed v, possibly also from a lateral acceleration ay and / or from a determined steering angle psi of the own vehicle 1 be determined. In principle, the curves can also be detected by detecting the lane lines 4a and the edge of the road through a suitable environment sensor 20 , z. B. as a camera system with image analysis, are detected; However, such detections are generally possible only for the direct detection range.

Advantageously, the control device determines 10 from current or averaged driving dynamics signals v, ay, RK or v_mid, ay_mid, RK_mid, which driving situation of the own vehicle 1 each present. Subsequently, the driving situation determined in this way is used as current and for the driving distances ahead, in particular a self-driving route to be determined 25 and the triggering threshold d_br is used.

In the city ride 2 of the 1 up to the curve K as well as the highway driving 102 of the 2 leads the own vehicle 1 thus first of all a linear or straight movement, which as an own trajectory 21 can be represented with a proper motion equation in the longitudinal direction or X-direction, z. B. x (t) = a / 2 * t ² + v * t + x 0, with the time t, the velocity v, the acceleration a and an initial value x0.

Correspondingly, in the curve K, a corresponding calculation in the transverse direction y must be taken into account, i. H. as x, y (t).

The control device 10 also determines the position and the temporal behavior of other road users 5 so that object-driving trajectories 121 or equations of motion for these other road users 5 can be set up in the X direction and optionally also in the Y direction.

The control device 10 determined below from the self-trajectory 21 , which is thus formed as a function x (t) or x, y (t), first a self-driving tube 25 shown here as a dotted line and has a self-width b25, the z. B. the geometric width of the self-vehicle 1 may correspond or something deviates from this. 1 thus shows the own-driving tube 25 in the straight-line area up to the curve K an ideal straight ahead driving of the own vehicle 1 in the X direction.

Furthermore, the control device determines 10 z. B. with their internal computing device 10b from the proprietary trajectory 21 a safety driving tube 26 who in 1 and 2 each shown as a dotted line and in its safety width b26 depends on an assessment of a situation criterion Sk1, Sk2, Sk3, .., and / or a situation class SB, as described below.

In the city ride 2 of the own vehicle 1 of the 1 a low situation class SB is set, with which the safety width b26 can be set small. According to 1 Thus, the safety width b26 smaller than the intrinsic width b25 of the own-driving tube 25 be set, ie b26 <b25.

In such a city trip, increased driver attention is assumed because the driver is required to respond to short-term changes all the time; There are usually many stationary or changing mobile obstacles during a normal journey which initially do not represent a dangerous situation. Due to the high level of attention expected by the driver, the safety width b26 is set low.

During the city drive, ie in the low situation class SB, a triggering threshold d_br for emergency braking is preferably also set lower. The triggering threshold d_br generally results from an attraction of the eigen-trajectory 21 of the own vehicle 1 as x (t) and another detected third-party vehicle 5 , preferably of the immediately preceding front vehicle 5a , Thus, two equations in the second order of time are scheduled and extrapolated into the future to possibly determine an intersection, ie a collision or a rear-end collision. In the event of an impending collision, the possibility of emergency braking is determined in order to prevent or at least reduce the impact of the collision. From this can z. B. a minimum distance as triggering threshold d_br be determined, when it falls below an emergency brake signal S2 or S3, ie an emergency brake warning signal S2 to a display device 12 in the own vehicle 1 , or an emergency brake control signal S3 to the brake valves 11 of the own vehicle 1 is issued. Accordingly, the other road users 5 on the other lane 3b taking into account the transverse dynamics; This can be to the road users 5 . 5a Foreign driving hoses 225 be determined as in 1 indicated.

Thus, the control device forms 10 with the brakes 9 and brake valves 16 , possibly additional sensors such as the yaw rate sensor 8th , an emergency braking system 30 for the own vehicle 1 ,

According to 1 and 2 In particular, also several safety driving tubes 26 . 126 be set: the outer safety drive tube 26 serves to output the emergency brake warning signals S2 to the display device 12 , however, serves the inner safety-driving tube 126 for outputting the emergency brake control signals S3 to the brake valves 16 , Thus, in particular, an emergency brake warning signal S2 can be output if emergency braking is not yet initiated by outputting the emergency brake control signals S3.

The inner safety width b126 and the outer safety width 26 can then each be set according to the determined situation class SB, in particular the evaluation described below 5 ,

At the highway ride 102 of the 2 of the own vehicle 1 is a lane width of the lanes 3a . 3b is generally wider than in the city ride 2 of the 1 , the radii of curvature RK are larger or the curve curvature lower, the other road users such. B. the foreign vehicles 5 on the own lane 3a and the adjacent carriageway 3b generally drive in the same direction of travel, ie X, at similar or even faster foreign speed v5 corresponding to their own driving speed v. A higher situation class SB is assumed, with a larger safety range, ie wider safety driving lane 26 , In the highway ride 102 it is assumed that the driver can become inattentive and distracted or engaged in other activities. Thus, due to the high monotony of the highway driving an increased risk of accidents and a prolonged driver reaction. Thus, even when applying a wider outer safety-driving tube 26 and inner safety raceway 126 a false warning or false triggering can be excluded.

Thus, in 2 on the one hand the inner safety width b126 and the outer safety width b26 are set larger; Furthermore, a triggering threshold d_br can be applied to the front vehicle 5a be set lower.

• – Fahrgeschwindigkeit v des Eigen-Fahrzeugs 1, insbesondere einer gemittelten Fahrgeschwindigkeit v_mid des Eigen-Fahrzeugs 1
• – ermittelter Kurven-Radius RK oder Kurvenkrümmung oder Querbeschleunigung in den Kurven;
• – Querbeschleunigung ay,
• – Anzahl nK der Kurven pro Wegstrecke,
• – Anzahl ns der Stopps pro Wegstrecke oder pro Zeit.

Different situation criteria SK1, i = 1, 2, 3, 4 can be used for the situation class, for the determination of which one or more of the following variables are used:

• - Driving speed v of the own vehicle 1 , in particular an average driving speed v_mid of the own vehicle 1
• - determined curve radius RK or curve curvature or lateral acceleration in the curves;
• - lateral acceleration ay,
• - number nK of curves per distance,
• - Number ns of stops per distance or per time.

These quantities are either current or, preferably, over a previous determination period Tdet, i. h., From t0 - td to the current time t0, and / or a determination distance Sdet from x - xd to x0 determined.

5 shows by way of example the determination of the situation class SB and the adaptation of the driving width and the triggering threshold.

In diagram a), the current driving speed v or an average driving speed v_mid is plotted on the abscissa; the left range up to a first vehicle speed threshold v1 represents a city ride correspond 1 represents the right-hand area above a second vehicle speed threshold v2 a highway ride accordingly 2 , in between there is a transition area. According to the first situation criterion SK1, the triggering threshold d_br for the current driving speed v or an average driving speed v_mid is initially kept constant at a first triggering threshold d_br1 and subsequently linearly lowered with a first gradient sl1 until at the second driving speed threshold v2 it is lowered to a lower, second, the triggering threshold d_br2 is lowered.

In diagram b) is plotted on the abscissa the current lateral acceleration ay or the average lateral acceleration ay_mid; up to a first lateral acceleration threshold value ay1, there is a highway journey, above a second lateral acceleration threshold value ay2 a city trip, and in between the transition area. Thus, the current lateral acceleration ay or average lateral acceleration ay_mid serves as a second situation criterion SK2.

For adaptation, in the diagram b) the triggering threshold d_br for the current or averaged lateral acceleration ay is initially kept constant at a lower third triggering threshold d_br3 to a first lateral acceleration threshold value ay1, and then increases linearly with a second gradient s12 up to a fourth value tripping threshold d_br4 in ay2.

The investigations of 5a) and b) are advantageously linked together, so that a combined triggering threshold is determined, ie an assessment of the situation class SB by at least the two situation criteria SK1 and SK2.

Correspondingly, according to the third situation criterion SK3 in diagram c), a first offset Of1 by which the driving-path width b26 or b126 is reduced is kept constant from v = zero to a third driving-speed threshold v3 at an upper offset value Of1-2 subsequently with a third slope s13 linearly lowered until it has dropped at a fourth vehicle speed threshold v4 to a lower offset value Of1-1.

In diagram d), in accordance with the fourth situation criterion SK4, a second offset Of2 by which the driving-path width b26 or b126 is reduced is determined from a current or averaged curve radius RK from an upper offset value Of2-2 to a first curve-radius threshold RK1 held constant and then decreases linearly with a fourth slope sl4 until it has dropped at a second curve radius threshold RK2 a lower offset value Of2-1.

Also the Fahrahreeinengungen after 5c) and d) are preferably linked together, ie, a situation class SB is formed from both situation criteria SK3 and SK4.

Preferably, all four situation criteria SK1 to SK4 are combined to determine the current situation class SB.

According to the determination 5 Thus, non-discrete situation classes can also be determined. In particular, situation classes SB can drive between the city 2 of the 1 and the highway ride 102 of the 2 be used, especially driving on a rural road or outside closed villages. In particular, several middle situation classes SB can be set here between the lowest and the highest value, eg. For example, for a route with many turns and roadside objects, turning lanes and intersections, the situation class SB of the city, or a slightly higher value, may be used. For a highway with few turns, the value of the freeway ride 102 2 are set, in particular also z. B. at a multi-lane highway, or a value slightly below the situation class SB of the highway ride 102 of the 2 ,

Due to the alternating characteristics of the highway, there is always the increased risk of false alarms and false warnings. A highway can also be recognized in particular from the direction of travel of the vehicles 5 on the adjacent carriageway 3b ; come the vehicles 5 on the adjacent lane 3b contrary, there is a highway; If you drive in the same direction, in addition to the situation of highway driving in accordance with the 2 also z. B. a multi-lane highway with similar properties of a highway.

Thus, when recognizing a country road average values for the situation class SB can be set, corresponding to also mean values of the outer safety width b26 and the inner safety width b126, and a mean value of the triggering criterion or a triggering threshold (minimum distance) dmin.

In all situation classes SB, a correction can additionally be made while cornering. It is assumed that when cornering increased awareness and responsiveness of the driver is present; Although the direct driving situation is more difficult in a curve, but for a normal driver and in the usual lanes 3 with constant radius of curvature RK well manageable. Here, however, the environmental sensor 20 of the own vehicle 1 Induce false triggering: In accordance with 1 is - in a driving situation without the front vehicle 5a - z. B. a stationary object 105 outside your own lane 3a as in the direction x in front of the own vehicle 1 detects that, if appropriate, an activation threshold d_br set too high is fulfilled; according to 1 can by detecting the other road user 5b which recognizably moves on a curved path, also anticipating the curve K are already detected prior to their driving, so that the triggering threshold d_br is lowered, and continue to lower the safety widths b26, b126.

Other stationary objects 105a be here z. B. due to their position not detected or clearly as outside the own lane 3a recognized.

• – in dem Unterschritt St5a aktuelle Fahrdynamikdaten v, ay, RK oder über den Ermittlungs-Zeitraum Tdet und/oder die Ermittlungswegstrecke Sdet gemittelten Fahrdynamikdaten v_mid, ay_md, RK_mid ermittelt werden,
• – daraus in Unterschritt St5b die Ermittlungen nach den Situationskriterien SK1 bis SK4 in 5 erfolgen,
• – in Unterschritt St5c die Gesamt-Bewertung, z. B. durch Summenbildung gemäß einer Gewichtungs-Faktoren durchgeführt wird und hieraus somit kombinierte Werte für den Offset und die Fahrschlauchverengung ermittelt werden, wozu vorzugsweise eine Situationsklasse SB ermittelt wird.

The inventive method can thus according to the flowchart of 4 as follows:
In step St0, the process is started. In step St1, the vehicle environment is detected 19 , ie essentially the lanes 3a and 3b , with output of the environmental measurement signals, in particular the distance signals S4, in the control device 10 , where the relevant measurement data in the internal or external storage device 14 according to 3 be stored
In step St2, the determination of objects takes place 5 . 5a . 5b . 105 in the detected vehicle environment 19 , ie in particular on the lanes 3a and 3b the roadway 3 .
In step St3 then follows the determination of the eigen-trajectory 21 as a function x (t) or also xy (t) of an anticipated or future route of the own vehicle 1 .
in step St4 advantageously follows the determination of the own-driving tube 25 from the eigen trajectory 21 and the self-width b25 of the own vehicle 1 , as well as detecting a front vehicle 5a determining a triggering threshold as the minimum distance dmin,
in step St5 takes place for the respective driving situation or driving scene 2 or 102 determining the situation criteria SK1 to SK, or preferably a combined situation class SB. Thus, the situation criteria SK1 to SK4 can be determined separately currently, or according to the steps shown below St5a to St5c, where

• Current driving dynamics data v, ay, RK or vehicle dynamics data v_mid, ay_md, RK_mid averaged over the determination period Tdet and / or the determination path Sdet are determined in substep St5a,
• From which, in substep St5b, the investigations into the situation criteria SK1 to SK4 in 5 respectively,
• In sub-step St5c, the overall rating, e.g. B. is carried out by summation according to a weighting factors and thus combined values for the offset and the Fahrschlauchverengung be determined, for which purpose preferably a situation class SB is determined.

In step St6, at least one safety width, preferably the outer safety width b26 and the inner safety width b126, is then determined as a function of the determined situation criteria SK1 to SK4, preferably according to a situation class SB,
in step St7, the at least one driving lane 26 . 126 from the eigen trajectory 21 and the at least one safety width b26, b126.

In step St8, it is determined whether a detected object, ie in particular another road user 5a or 5 in at least one safety driving lane 26 . 126 is detected,
wherein then in step St9 in response to the investigations emergency brake signals, ie emergency brake control signals S3 to the brake valves 16 and / or emergency brake warning signals S2 to the display device 12 be issued.

LIST OF REFERENCE NUMBERS

1

Own vehicle

2

Street scene, City Ride

102

Street scene, freeway ride

3

Street

3a, 3b

lanes

4a

Lane boundary line

5

other road users

5a

Front-vehicle

5b

other road users,

8th

Yaw rate sensor

9

brakes

10

control device

10a

Interface of the control device

10b

computing device

12

display

14

internal or external storage device

16

brake valve

19

vehicle environment

20

Environment sensor for vehicle environment 19 , multipart, with

20a

road sensor

20b

Distance sensor for other road users 5

21

Eigentrajektorie

121

Object trajectories

22

in-vehicle data bus

25

Self-driving tube,

b25

Self-width of the own-drive tube 25

225

Third-driving tube

26

(outer) safety drive tube

b26

(outer) safety width

126

inner safety travel tube

b126

inner security width

30

emergency braking system

105

stationary objects, recorded

105a

other stationary objects, not recorded

ay

longitudinal acceleration

ay_mid

average speed

d_br

triggering threshold

K1

first situation criterion

K2

second situation criterion

K1

third situation criterion

K1

Fourth situation criterion

1 Pieces

first offset

Of2

second offset

v1,

first vehicle speed threshold

v2

second vehicle speed threshold

v3

third vehicle speed threshold

v4

fourth vehicle speed threshold

y1

first lateral acceleration threshold

y2

second lateral acceleration threshold

RK1

first curve radius threshold

RK2

second curve radius threshold

Of1-1

lower offset value of Of1

of 1-2

upper offset value of Of1

Of2-2

lower offset value of Of2

Of2-2

upper offset value of Of2

t

Time

RK

turning radius

v

driving speed

v_mid

average speed

X

direction of travel

Y

transversely

x (t)

Coordinate in direction of travel as a function of time

x0

Initial value of x (t)

x, y (t)

Coordinates in direction of travel X and transverse direction Y as a function of time

ω

yaw rate

S1

Yaw rate signal

S2, S3

Emergency brake signals, here

S2

Emergency brake warning signals to the display device 12 .

S3

Emergency brake control signal to the brake valves 11 .

S4

Environment measurement signals, z. B. distance signals

S5

Vehicle dynamics signals, vehicle-internal

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 102010048273 A1 [0005]
• DE 102006043676 A1 [0006]

Claims (19)

Method for outputting an emergency braking signal (S2, S3) in a self-propelled vehicle ( 1 ), with at least the following steps: detecting a vehicle environment ( 19 ) (St1), determining objects ( 5 . 5a ) in the detected vehicle environment ( 19 ) (St2), determining a self-trajectory ( 21 ) an anticipated or future route of the own vehicle ( 1 ) (St3), determining at least one situation criterion (SK1, SK2, SK, SK4) from vehicle dynamics data (v, ay, v_mid, ay_mid, ω) of the own vehicle ( 1 ) and a situation class (SB) from the situation criterion (SK1, SK2, SK, SK4), determining at least one safety area ( 26 . 126 ; d_br) from the eigen trajectory ( 21 ) and the situation class (SB) (St6, St7), determining whether a detected object (SB) 5 ) in the security area ( 26 . 126 ; d_br) is detected (St8), and output of an emergency brake signal (S2, S3) as a function of the determination (St9). Method according to Claim 1, characterized in that current vehicle dynamics data (v, ay, v, ω) or averaged vehicle dynamics data (v_mid, ay_mid) of a past determination period (Tdet) and / or a past determination path (Sdet) are used as vehicle dynamics data become. A method according to claim 1 or 2, characterized in that the security area at least one safety driving tube ( 26 . 126 ), in dependence on the situation class (SB) at least one safety width (b26, b126) is determined (St6), and the at least one safety drive tube ( 26 . 126 ) from the eigen-trajectory ( 21 ) and the safety width (b26, b126) is formed (St7). A method according to claim 3, characterized in that at least one outer safety drive tube ( 26 ) with a greater safety width (b26) and an inner safety drive hose ( 126 ) are determined with a smaller safety width (b126), wherein upon detection of a detected object ( 5 ) in the inner and outer safety drive tube ( 26 . 126 ) different investigations of emergency brake signals (S2, S3) are performed. Method according to claim 4, characterized in that upon detection of a detected object ( 5 ) in the inner and outer safety drive tube ( 26 . 126 ) Different emergency brake signals (S2, S3) are output. Method according to claim 4 or 5, characterized in that upon detection of a detected object ( 5 ) in the outer safety drive tube ( 26 ) an emergency brake warning signal (S2) to a display device ( 12 ) and upon detection of a detected object ( 5 ) in the inner safety drive tube ( 126 ) an emergency brake control signal (S3) to at least one brake valve ( 11 ) is issued to initiate emergency braking. Method according to one of claims 3 to 6, characterized in that the safety width (b26, b126) is smaller than a self-width (b25) of the own vehicle ( 1 ) is attachable. Method according to one of the preceding claims, characterized in that the situation class (SB) from at least two situation criteria (SK1, SK2, SK3, SK4) is determined, wherein at least between a city ride ( 2 ) as a situation class (SB) with a low security range ( 26 . 126 ; d_br) and an expressway journey ( 102 ) as a situation class (SB) with a large security area ( 26 . 126 ; d_br) is distinguished. A method according to claim 8, characterized in that further at least one further security class (SB) as a transitional area between the city drive ( 2 ) and the expressway journey ( 102 ) is provided. Method according to one of the preceding claims, characterized in that in the vehicle environment ( 19 ) as objects ( 5 ) other road users ( 5 ) and / or stationary objects ( 105 ) next to the carriageway ( 3 ) are detected. Method according to one of the preceding claims, characterized in that the emergency brake signal (S3) as emergency brake control signal (S3) for initiating an emergency braking ( 100 ) is output. Method according to one of the preceding claims, characterized in that as safety criteria (SK1, SK2, SK3, SK4) at least two of the following ratings of a vehicle dynamics quantity (v, v_mid, ay, ay_mid, R_K, nk) are used: evaluation of the current or in vehicle speed (v, v_mid) averaged over the determination period (Tdet) and / or the determination distance (Sdet), a lower driving speed (v, v_mid) resulting in a lower situation class (SB) (SK1, SK3), Evaluation of the number (nk) of the curves per distance, where a higher number (nk) of curves per distance leads to a lower situation class (SB), Evaluation of the number (nk) of an average curve radius (RK), where a smaller curve radius (RK) results in a lower situation class (SB) (SK4), evaluation of the number of stops or vehicle stoppages, where a higher number of vehicle Stability leads to a lower situation class (SB), evaluation of the lateral acceleration (ay, ay_mid), wherein a higher lateral acceleration (ay, ay_mid) leads to a lower situation class (SB). A method according to claim 12, characterized in that the driving dynamics parameter (v, v_mid, ay, ay_mid, R_K, nk) is in each case compared with a lower limit value (vg1, vg3, ay1, RK1) and an upper limit value (vg2, vg4, ay2, RK2). Method according to one of the preceding claims, characterized in that a high situation class is assigned to driving on a highway or highway and a low situation class of driving in a closed village. Method according to one of the preceding claims, characterized in that during a cornering, the currently determined situation class (SB) is lowered, for. B. by an offset and / or in dependence of a determined curve radius (RK). Method according to one of the preceding claims, characterized in that the safety width (b26, b126) of the at least one driving tube ( 26 . 126 ) is set lower in a lower situation class (SB) than in a higher situation class (highway operation). Control device ( 10 ) for an emergency braking system ( 30 ) of a self-vehicle ( 1 ), wherein the control device ( 10 ) at least one interface ( 10a ) for recording environmental measurement signals (S4) for detecting a vehicle environment ( 19 ) and for receiving driving dynamics signals (S5) and a computing device ( 10b ), wherein the computing device ( 10b ) is designed for: determining objects ( 5 . 5a ) in the detected vehicle environment ( 19 ), Determining a self-trajectory (x (t)) of a prospective or future driving route of the own vehicle ( 1 ), Determining a situation class (SB), determining at least one security area ( 26 . 126 ) from the eigen-trajectory ( 21 ) and the attention level (AL) of the driver, determining whether a detected object ( 5 . 5a ) in at least one safety drive tube ( 26 . 126 ), and wherein the control device ( 10 ) for outputting an emergency brake signal (S2, S3) as a function of determining whether a detected object ( 5 . 5a ) in at least one safety drive tube ( 26 . 126 ) is designed. Emergency braking system ( 30 ) for a self-vehicle ( 1 ), which is a control device ( 10 ) according to claim 17, in particular for carrying out a method according to one of claims 1 to 16, and brakes ( 9 ) with brake valves ( 16 ) having. Vehicle ( 1 ) comprising an emergency braking system according to claim 18.

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