DE102015206969A1 - Driver assistance system in a motor vehicle - Google Patents

Abstract

The driver assistance system according to the invention in a motor vehicle, which performs at least active Querführungseingriffe by automatic steering interventions, comprises at least two sub-functions, resulting in different querführungsbezogende states of the system, for a display concept with different displays on a single defined display area in the multifunction display or head-up Display is provided for each possible state, wherein at least one of the following state-related displays is or are provided: a. Initial display for standby mode and / or b. Second display for corrective steering interventions in the direction of the lane center and / or c. Third display for corrective steering interventions in the direction of the preceding vehicle without recognized lane and / or d. Fourth display for corrective steering interventions in the direction of the vehicle ahead when the lane and / or e. Fifth display for a hands-on request (HOR) and / or f. Sixth display for a take-over request (TOR).

Description

The invention relates to a driver assistance system in a motor vehicle, which performs at least active transverse guidance interventions (in particular steering interventions).

Such systems are already widely known, for example, in the context of lane change assistants and / or haptic lane departure warning or lane departure prevention systems.

Furthermore, from the standard vehicles of the applicant with the system "ACC (Active Cruise Control) Stop & Go with congestion assistant" a steering assistant known, which is switched on only with activated longitudinal guidance system and after additional operation of a separate steering assistant button.

Furthermore, driver assistance systems with hands-on monitoring and hands-on calls are generally known at fixed intervals.

It is an object of the invention to improve driver assistance systems of the type mentioned in particular with a view to easier handling, to a better clarity and to a higher and more predictive level of support.

This object is achieved by the features of claim 1. Dependent claims are advantageous developments of the invention.

The driver assistance system according to the invention with primarily executed transverse guidance interventions comprises a display concept which can lie within or at the same location of the display area of a conventional longitudinal guidance system. The driver assistance system according to the invention is decoupled from the activation of a longitudinal guidance system. The display concept according to the invention preferably each provides a distinguishable display for each state of a priority transverse driver-related driver assistance system.

The primary feedback for each state of the driver assistance system is provided via a display in the instrument cluster (multifunction display) and / or - if installed in the vehicle - additionally via a head-up display (HUD).

In all cases in which the lateral guidance for the driver has to be completely deactivated unexpectedly from the system states [active] or [standby], a takeover request is always sent to the driver (TOR or Check Control Message (CCM)).

If, on the other hand, the function is switched off by an active driver's action (eg manual deactivation of STA / ALC, manual DSC deactivation, strong overshooting of the function), a "silent" deactivation that is understandable for the driver takes place, ie in particular switching off of the displays associated with it additional warning.

The display concept can be used particularly advantageously for a driver assistance system (also referred to below as "STA / ALC") that has the two sub-functions "Guidance Assistant" (with the abbreviation ALC for "Active Lane Control") and "Traffic Jam Assistant" (with the abbreviation STA ), wherein the two sub-functions can be activated and deactivated together by a single on / off key (STA / ALC).

This driver assistance system according to the invention performs at least active lateral guidance interventions (in particular steering interventions) in a motor vehicle and can be activated decoupled from the activation of a longitudinal control system, but can be active both with and without longitudinal regulation.

The single common button is preferably mounted in a multifunction steering wheel near controls of a longitudinal guide system. By means of the single common button, longitudinal regulation can optionally also be switched on automatically (without actuation of an actuating system assigned to a longitudinal guidance system) if, prior to switching on the driver assistance system assigned to the display concept according to the invention, corresponding presettings are firmly programmed on the system side or on the driver side (eg by means of a vehicle control system). Multifunction control menus).

The driver assistance system according to the invention can be deactivated depending on a preferably speed-dependent capacitive hand-on monitoring.

If the driver assistance system according to the invention is [active], optionally further safety systems can be switched on automatically, without the driver having to preselect them manually. Thus, the driver assistance system according to the invention with additional security systems can be coupled automatically. Possible coupling security systems are z. A side collision warning, a lane departure warning or a pedestrian warning.

The driver assistance system "STA / ALC" according to the invention is also in particular by a special combination of the sub-functions "Guidance Assistant" (with the abbreviation ALC for "Active Lane Control") and "Traffic Jam Assistant" (with the abbreviation STA).

The essential aspects of the two alternative partial functions of the driver assistance system according to the invention are explained below:
The congestion assist partial function (STA) can be activated if the vehicle speed is below a predefined lower control speed threshold (eg 70 km / h) and, at the same time, a preceding vehicle is detected, which may also be the target for a longitudinally controlled following drive in the event can serve an additional longitudinal regulation. The congestion assist sub-function (STA) performs corrective steering interventions in the direction of the vehicle in front in the form of a cross-regulated sequential drive.

Preferably, with the congestion assist partial function (STA), a safety system for haptic (steering wheel vibration or countersteering) side collision prevention forcibly coupled, whereby in particular the danger situation is taken into account, which can occur in a lane change of the preceding vehicle without lane detection.

The guidance assist subfunction (ALC) is activatable when the vehicle speed is below the predetermined lower control speed threshold (eg 70 km / h) and at the same time no preceding vehicle is detected or when the vehicle speed is above the predetermined lower control speed threshold (independent of a preceding vehicle). The guidance assist subfunction (ALC) performs corrective steering interventions toward the lane center.

Preferably, the tracking assist subfunction (ALC) is configured to optionally orient itself to a preceding vehicle for a predetermined short period of time in the form of time-limited lane detection bridging when lane detection is not possible during its active operation and a (new) preceding vehicle is detected becomes. The lane guidance assistant is thus oriented primarily to existing lane markings, but can temporarily bridge a lane center guidance via an orientation on a vehicle ahead in the event of missing or unreliable lane detection, unless the traffic jam assist is changed over anyway by a new transverse drive-related sequence drive.

Hands-on monitoring for preferential use in connection with the invented combined congestion and lane assist sub-functions:
By means of a capacitive sensor is detected when the driver has no hand on the steering wheel. However, a hands-on check is preferably carried out only above a lower speed threshold. With hands-off recognition, a request for contact and / or vehicle pickup can always be issued at vehicle speed-dependent time intervals.

Preferably, a request for the touch of the steering wheel (HOR) in relatively shorter time intervals and a request to take over the vehicle guidance (TOR) are issued in relatively longer time intervals when the steering wheel is not touched. The time intervals are set shorter with increasing vehicle speed.

The speed-dependent predetermined time period is preferably constant above a defined speed threshold (eg 30 km / h) and therefore does not decrease further. For this purpose, a more detailed embodiment is mentioned below. This hands-on monitoring is also applicable as an independent idea for other driver assistance systems.

• • Sensorik:
• – Videokamera mit Fahrspur- & Objekterkennung.
• – Frontradar mit Objekterkennung und Objektfusion (Frontraum).
• – Seitenradare mit Objekterkennung für den Seitenbereich.
• – Hands-Off-Detection-Sensor im Lenkrad (HOD) nur für STA/ALC.
• – Fahrzustandsgrößen (Lenkwinkel, Geschwindigkeit, Gierrate, ...).
• • Aktuatorik:
• – Korrigierender Lenkeingriff via EPS.
• – Anzeige-Bedien-Konzept (ABK): Optische & akustische Hinweise mittels Kombi-Instrument und optionalem Head-Up Display (HUD).

Preferably used sensors and actuators:

• • Sensor technology:
• - Video camera with lane & object recognition.
• - Front radar with object recognition and object fusion (front room).
• - Side radars with object recognition for the side area.
• - Steering wheel (HOD) hands-off detection sensor for STA / ALC only.
• - Driving state variables (steering angle, speed, yaw rate, ...).
• • Actuator:
• - Corrective steering intervention via EPS.
• - Display-control concept (ABK): Visual & audible indications by means of instrument cluster and optional Head-Up Display (HUD).

Overview Control Functions - STA / ALC - General Function Description

The driver assistance system "STA / ALC" according to the invention is a transverse guidance system which assists the driver in correcting steering tasks by means of corrective steering interventions.

The operating states of the STA / ALC system are: [off], [standby] or [active].

STA / ALC may exceed a defined vehicle speed threshold (eg, about 70 km / h) preferably only in the state [active], if a suitable lane is detected in front of the own vehicle. Below the defined vehicle speed threshold (eg about 70 km / h), the function can also go [active] if a vehicle in front is recognized within the driver's own tube and the course request of the driver thus matches the current course of the preceding vehicle. If the defined vehicle speed threshold is undershot or exceeded, an automatic change of the activation condition and the associated system state takes place (preferably taking into account a hysteresis).

The function STA / ALC is designed as a supporting system, which does not relieve the driver of the driver responsibility, but to relieve him, especially in monotonous and monotonous traffic situations pro-actively to be applied forces on the steering wheel. When the system is active, a steering wheel touch is sufficient, steering with a steering force is not required.

The driver is here required that he essentially permanently at least one hand on the steering wheel retains. This is checked by means of a built-in steering wheel capacitive hands-off detection sensor. When the driver releases the steering wheel, after a short period of time, the function immediately prompts him to once again grasp the steering wheel. If the hands-off condition persists, the function changes to the system state [standby] with a clear visual and acoustic indication. The time period for the hands-off check (as already mentioned above) depends on the vehicle speed.

The system provides a simple correction target selection that is understandable to the driver.

In order to increase the safety of the function during automatic active corrective actions, preferably with additional STA / ALC activated additional security systems, such. As "preventive pedestrian protection", lane departure warning or side collision protection mitaktiviert. If one of these functions can not be active, deactivation of both subfunctions (STA and ALC) to the state [standby] may be made. The automatic connection of security systems can be predetermined, for example, by a pre-selection in a menu of a vehicle computer (eg BMW iDrive) by the driver.

The main part of the functional logic of the transverse guide is preferably implemented in its own electronic driver assistance special equipment control unit (SA control unit), wherein partial scopes can also be integrated in other control units.

Much of the data for the function is supplied by a video camera known per se, in which algorithms for lane and object recognition are already running.

• – Querabstand zwischen dem eigenen Fahrzeug (EGO) und der linker bzw. rechter Fahrspurbegrenzung (falls erkennbar) oder der Mitte des vorausfahrenden Fahrzeugs (falls erkennbar) (Querablage) und/oder
• – Winkel zwischen der Längsachse des EGO-Fahrzeugs und einer erkannten Spurbegrenzung (falls erkennbar) (Headingwinkel) und/oder
• – Kurvenkrümmung der erkannten Fahrspur (falls erkennbar) und/oder
• – Lage und Bewegungshistorie des vorausfahrenden Fahrzeugs (ZO), in Bezug zum EGO-Fahrzeug (falls vorhanden).

Including in particular the following parameters, a setpoint trajectory is calculated in the SA control unit:

• - Transverse distance between the own vehicle (EGO) and the left or right lane boundary (if recognizable) or the center of the preceding vehicle (if recognizable) (cross-shelf) and / or
• Angle between the longitudinal axis of the EGO vehicle and a detected lane boundary (if recognizable) (heading angle) and / or
• Curve curvature of the detected lane (if recognizable) and / or
• - Situation and movement history of the preceding vehicle (ZO), in relation to the EGO vehicle (if present).

Vehicle dynamics data such. As vehicle speed, wheel speeds, yaw rate, steering angle, lateral acceleration, longitudinal acceleration, etc. are provided by the rest of the vehicle composite on per se known data bus systems of other control devices available.

General operating principle STA / ALC:

If the current vehicle course deviates too much from the setpoint trajectory, a steering correction is initiated.

Functional logic depending on the speed:

• • Unterer Geschwindigkeitsbereich, z. B. 0 bis 70 km/h:
• – Vorrangige Verwendung von Vorderfahrzeugposition bzw. Bewegungshistorie des Vorderfahrzeugs zur Bestimmung geeigneter Lenkkorrekturen.
• – Berücksichtigung von erkannten Fahrspurmarkierungen zur Vermeidung ungewünschter Lenkkorrekturen in Richtung Spurverlassen.
• – Korrigierende Lenkeingriffe in Richtung der Fahrspurmitte, sofern kein Vorderfahrzeug erkannt ist.
• • Mittlerer Geschwindigkeitsbereich, z. B. 70 bis 130 km/h:
• – Lenkkorrekturen in Richtung der Fahrspurmitte.
• – zeitlich begrenzte Überbrückung nicht erkannter Fahrspurmarkierungen durch Abschätzung des Fahrspurverlaufs anhand eines vorausfahrenden Fahrzeugs.
• • Oberer Geschwindigkeitsbereich, z. B. 130 bis 210 km/h:
• – Lenkkorrekturen in Richtung der Fahrspurmitte.
• – Keine Abschätzung des Fahrspurverlaufs mittels eines vorausfahrenden Fahrzeugs aufgrund angenommener erhöhter Betriebsgefahr oberhalb der Richtgeschwindigkeit.

The calculation of the desired trajectory or the necessary steering corrections results as a function of the driving speed as follows:

• • Lower speed range, eg. Eg 0 to 70 km / h:
• - Priority use of front vehicle position or history of movement of the front vehicle to determine appropriate steering corrections.
• - Consideration of recognized lane markings to avoid unwanted steering corrections in the direction of lane departure.
• - Corrective steering interventions in the direction of the center of the lane, if no front vehicle is detected.
• • Medium speed range, eg. B. 70 to 130 km / h:
• - Steering corrections in the direction of the lane center.
• - time-limited bridging of unrecognized lane markings by estimating the lane course on the basis of a preceding vehicle.
• • High speed range, eg. Eg 130 to 210 km / h:
• - Steering corrections in the direction of the lane center.
• - No estimate of the lane course by means of a vehicle ahead due to assumed increased operating danger above the recommended speed.

Priority use of the foreground vehicle as a correction target in the first speed range results from the limited availability of today's lane detectors in limited visibility situations in the front area.

Especially in congestion situations and situations with tough traffic flow very low follow-up distances (<10 m) often occur due to tight driving up and additionally frequent proportional overlap of preceding lanes due to staggered driving. The result is frequent non-recognition of lanes. To increase the robustness against frequent lane error detections, the position of the front vehicle is selected as the primary correction target in these situations. The lanes are - if recognized - but as a lateral limit of anticipated by STA course request of the driver. The boundary of the transition between congestion-like situations and flowing traffic with higher foresights is assumed on the basis of empirical investigations. In order to achieve a driver-appropriate robustness with changing lane recognition, a functional tolerance of 10 km / h is chosen in addition to this empirical speed. In addition to the more robust separation between congested traffic and a normal traffic flow, this also significantly reduces the number of correction target changes with limited lane availability in the inner-city area. The permissible driving speed in inner-city areas is also possible at 60 km / h instead of 50 km / h. This also requires a tolerance band.

To prevent too narrow vehicles - such. As motorcycles and bicycles - are selected as correction target, the object classification and minimum width of the preceding object is evaluated.

Activation conditions:

When the driver operates the on / off switch on the steering wheel shared for the two sub-functions (STA / ALC), the system enters the system state [standby].

• – Eine Fahrspurbegrenzung wird von der Kamera erkannt und von der Funktion als „gültig” gewertet.
• – Prüfkriterien sind unter anderem:
• • Straßenkurvenradius > Mindestwert;
• • Spurbreite innerhalb eines plausiblen Bereichs oder
• • ein zur eigenen Bewegungsrichtung passendes vorausfahrendes Fahrzeug wird nur unterhalb der vorgegebenen Fahrzeuggeschwindigkeitsschwelle (von z. B. 70 km/h) zur Funktionsaktivierung akzeptiert.
• – Mindestens eine Hand befindet sich am Lenkradkranz.
• – Optional sind definierte zusätzliche Sicherheitssysteme (wie z. B. pFGS und LCA-SKW) [aktiv] oder können von STA/ALC erfolgreich aktiviert werden.
• – Es liegen keine erkannten Fehler von Partnersteuergeräten bzw. der Umfeldsensorik, Sollwertgenerierung oder Aktuatorik vor.

In order for the lateral guidance assistance to be able to change from the system state [standby] to the operating mode [active], the following prerequisites can be fulfilled alone or in any desired combination with one another:

• - A lane boundary is detected by the camera and evaluated by the function as "valid".
• - Test criteria include:
• • road curve radius> minimum value;
• • Track width within a plausible range or
• • a preceding vehicle suitable for its own direction of movement is only accepted below the predefined vehicle speed threshold (of, for example, 70 km / h) for activating the function.
• - At least one hand is on the steering wheel rim.
• - Optionally, defined additional safety systems (such as pFGS and LCA-SKW) are [active] or can be successfully activated by STA / ALC.
• - There are no recognized errors from partner control units or environment sensors, setpoint generation or actuators.

If the above conditions are met, the STA / ALC function changes to the [active] state and executes the steering corrections described above.

If one of the functional requirements for lateral assistance is temporarily not fulfilled, the function changes to the state [standby] with or without driver information (see below also "silent deactivation"). As soon as all conditions have been met again, the steering corrections will be reactivated automatically.

shutdown conditions:

• – Der Fahrer hat die Funktion über den An/Aus-Schalter ausgeschaltet.
• – Manuelle DSC Deaktivierung (DSC off) bzw. Deaktivierung eines elektronischen Steuergeräts, in dem auch Funktionsmodule des ALC/STA integriert sind).
• – Automatischer Bremseingriff und/oder Lenkeingriff eines Sicherheitssystems (z. B. iBrake-Anbremsung, pFGS-Eingriff oder LCA Eingriff).

The driver's lateral guidance assistance is deactivated if, for example, at least one of the following conditions is met:

• - The driver has switched off the function via the on / off switch.
• - Manual DSC deactivation (DSC off) or deactivation of an electronic control unit in which function modules of the ALC / STA are also integrated).
• - Automatic braking intervention and / or steering intervention of a safety system (eg iBrake braking, pFGS intervention or LCA intervention).

• – Unterer Geschwindigkeitsbereich (z. B. 0 bis 70 km/h): Kein Vorderfahrzeug mehr erkannt und keine Spurmarkierung vorhanden.
• – Mittlerer Geschwindigkeitsbereich (z. B. 70 km/h < v < 130 km/h): Keine Spurmarkierung erkannt und kein Vorderfahrzeug vorhanden, um einen Fahrspurverlust temporär zu überbrücken.
• – Oberer Geschwindigkeitsbereich (z. B. v > 130 km/h): keine Spurmarkierung erkannt.
• – Die Mindest-Fahrspurbreite wird unterschritten.
• – Querführungsunterstützung wird durch Spurwechselwarnung (LCA), DSC-Regeleingriffe, Über-/Untersteuererkennung, hohe Fahrerlenkmomente oder hohe Längsverzögerungen temporär unterbrochen.
• – Fahrer überschreitet die zulässige Hands-Off-Dauer.
• – Fahrer betätigt den Blinker.

The driver's lateral guidance assistance switches to [standby] if one of the following conditions is met:

• - Lower speed range (eg 0 to 70 km / h): No front vehicle detected anymore and no lane marking available.
• - Average speed range (eg 70 km / h <v <130 km / h): No lane marking detected and no preceding vehicle available to temporarily bridge lane loss.
• - Upper speed range (eg v> 130 km / h): no lane marking detected.
• - The minimum lane width is exceeded.
• - Transverse guidance assistance is temporarily interrupted by lane change warning (LCA), DSC control interventions, over / understeer detection, high driver steering torque or high longitudinal deceleration.
• - Driver exceeds the permissible hands-off duration.
• - Driver operates the turn signal.

If the driver takes his hands off the steering wheel, a hands-on request (HOR) takes place after a predetermined period of time (eg about 2 seconds) by means of a visual indication in the instrument cluster (eg steering wheel with hand symbol, see also exemplary embodiment of the display operating concept, below). If the driver does not take his hands back to the steering wheel, after a speed-dependent period of time, a takeover request or a take-transverse request (TOR) is made by means of a visual indication (eg red flashing steering wheel with hand symbol in the instrument cluster or in the HUD included an acoustic warning).

Show

The primary feedback on the status of the STA / ALC function is provided via the instrument cluster and - if installed in the vehicle - additionally via a Head-Up Display (HUD).

In all cases in which the lateral guidance for the driver has to be completely deactivated unexpectedly from the system states [active] or [standby], a takeover request is always sent to the driver (TOR or Check Control Message (CCM)).

If, on the other hand, the function is switched off by an active driver's action (eg manual deactivation of STA / ALC, manual DSC deactivation, strong overshooting of the function), a "silent" deactivation that is understandable for the driver takes place.

• – Ein höheres und vorausschauenderes Unterstützungsniveau mit einem quasi „lenkkraftfreien Fahren”.
• – Die Querführung kann unabhängig von der Längsführung erlebbar sein; kein Abschalten bei Bremsbetätigung, keine zwangsweise Kopplung an die Längsführung, wie beispielsweise an den aktiven Zustand eines Fahrgeschwindigkeitsregelsystems mit Abstandregelung (ACC).
• – aktive Rückmeldung der aktuellen Regelstrategie (Spur oder Vorderfahrzeug); verbesserte Unterstützung im Staubereich durch Orientierung am Vorderfahrzeug

The invention brings in particular the following advantages over the prior art:

• - A higher and more forward-looking support level with a quasi "steer-free driving".
• - The transverse guide can be experienced independently of the longitudinal guide; no shutdown during braking, no forced coupling to the longitudinal guide, such as to the active state of a cruise control system with distance control (ACC).
• - active feedback of the current control strategy (lane or front vehicle); improved support in the storage area due to orientation on the vehicle in front

In the drawings, embodiments of the invention are shown. It shows

1 an overview of the general mode of operation of the driver assistance system assigned to the display system according to the invention, consisting of the combination of the two subfunctions STA and ALC,

2 a diagram of the permissible hands-off times as a function of the driving speed,

3 an advantageous embodiment of the display concept of the driver assistance system according to the invention STA / ALC without coupling to a longitudinal guide system and

4 an advantageous embodiment of the display concept of the driver assistance system according to the invention STA / ALC including coupling with a longitudinal guide system.

In 1 is schematically shown a multifunction steering wheel with buttons for various functions. A possible attachment of the on / off button STA / ALC for activating the driver assistance system according to the invention is shown on the top left relative to the center of the steering wheel. There are also preferably further controls for other driver assistance systems, such. B. a longitudinal guide system.

The following components, which are known per se, are used without illustrating them here: The vehicle has a stereo camera and a far-range radar in the front area. The lateral and rear area of the vehicle is covered by four side radars. A stereo front camera detects other vehicles, lane markers and pedestrians. The detected objects are then fused with the far-range radar and confirmed. Four side radars extend the detection to the side area, allowing a side collision warning to be issued in critical situations. All driver assistance systems are monitored and controlled by a higher-level coordinator to ensure a controlled sequence of all longitudinal and lateral guidance systems among each other. In addition, some will Security functions (DSC, LCA) are automatically activated with the Traffic Jam Assistant to further increase driving safety when using the steering assistant. The central components of the system architecture form, for example, a driver assistance control unit SA and a brake control unit DSC together with the control unit EPS of the electric steering.

• • ALC: Oberhalb von 70 km/h (vorgegebene untere Geschwindigkeitsschwelle) Unterstützung des Fahrers dabei, das eigene Fahrzeug EGO in der erkannten Fahrspur zu halten.
• • STA: Regelung unterhalb der vorgegebenen unteren Geschwindigkeitsschwelle (von hier 70 km/h) vorzugsweise auf ein Vorderfahrzeug ZO (vorzugsweise entsprechend der Zielobjektauswahl eines bekannten ACC-Systems für abstandsbezogene Längsführung), falls vorhanden; berücksichtigt wird aber auch der Verlauf von erkannten Fahrspuren (kein Überfahren) oder Randbebauungen (Zwangskopplung z. B. mit Seitenkollisionswarnung).
• • ALC: Bei wegfallendem Vorderfahrzeug ZO, Regelung auf Fahrspurmarkierungen.

In 1 the functionalities of the driver assistance system according to the invention are shown in more detail:

• • ALC: Above 70 km / h (given lower speed threshold) Assistance of the driver in keeping the own vehicle EGO in the recognized lane.
• STA: control below the predetermined lower speed threshold (from here 70 km / h) preferably to a front vehicle ZO (preferably according to the target object selection of a known ACC system for distance-related longitudinal guidance), if available; However, the course of recognized lanes (no passing over) or edge structures (forced coupling eg with side collision warning) is also taken into account.
• • ALC: If front vehicle ZO does not exist, control for lane markings.

In 1 are also possible associated ads shown. Other display options will be discussed in connection with 3 and 4 discussed in more detail.

As already mentioned above, the driver is fundamentally required to essentially permanently keep at least one hand on the steering wheel. This is checked by means of a built-in steering wheel capacitive hands-off detection sensor. When the driver releases the steering wheel, after a short period of time, the function immediately prompts him to once again grasp the steering wheel. If the hands-off condition persists, the function changes to the system state [standby] with a clear visual and acoustic indication. The time period for the hands-off check depends on the vehicle speed. In 2 particularly preferred permissible hands-off times are shown as a function of the driving speed v:
For a lower speed range (eg for 0 <v <10 km / h): no hands-on monitoring, no HOR, no TOR.

For a medium speed range (eg for 10 <v <30 km / h): Regularly HOR (eg every 2 s) and additionally with increasing speed v Reduction of the maximum permissible hands-off time t to the TOR from an upper value (eg 30 s) to a lower value (eg 10 s).

For an upper speed range (eg for v> 30 km / h: regularly after a given smaller time window (eg every 2 s) HOR, regularly after a predetermined larger time window (eg every 10 s) TOR ,

HOR: Hands-On-Request = request for steering wheel touch
TOR: Take-Quer-Request = request to take over complete vehicle guidance, for example including acoustic warning and simultaneous termination of the steering corrections (deactivation or [standby] STA / ALC).

The speed-dependent hand-on monitoring can be used as an independent idea for any driver assistance functions or as a further development of the STA / ALC driver assistance function.

• a. Erste Anzeige für den Standby-Betrieb [standby], wenn STA/ALC eingeschaltet ist: Es erscheint ein leicht angedeutetes (beispielsweise graues) Lenkrad-Symbol ohne oder mit nur leicht angedeuteten (beispielsweise grauen) Fahrspuren und ohne vorausfahrendes Fahrzeug und/oder
• b. Zweite Anzeige für korrigierende Lenkeingriffe in Richtung der Fahrspurmitte (ALC Eingriff): Es erscheint ein deutliches (beispielsweise grünes) Lenkrad-Symbol mit deutlichen (beispielsweise grünen) Fahrspuren und ohne vorausfahrendes Fahrzeug und/oder
• c. Dritte Anzeige für korrigierende Lenkeingriffe in Richtung des vorausfahrenden Fahrzeuges ohne erkannte Fahrspur: Es erscheint ein deutliches (beispielsweise grünes) Lenkrad-Symbol ohne oder mit nur leicht angedeuteten (beispielsweise grauen) Fahrspuren und gegebenenfalls mit vorausfahrendem Fahrzeug (c'), das vorzugsweise eine andere Erscheinung als das Zielobjekt einer Längsregelung aufweist und/oder
• d. Vierte Anzeige für korrigierende Lenkeingriffe in Richtung des vorausfahrenden Fahrzeugs bei erkannter Fahrspur: Es erscheint ein deutliches (beispielsweise grünes) Lenkrad-Symbol mit deutlichen (beispielsweise grünen) Fahrspuren und gegebenenfalls mit vorausfahrendem Fahrzeug (d'), das vorzugsweise eine andere Erscheinung als das Zielobjekt einer Längsregelung aufweist und/oder
• e. Fünfte Anzeige für ein Hands-On-Request (HOR): Es erscheint zumindest ein sehr deutliches Lenkrad-Symbol mit Hand-Symbol in einer erster optischen Warnstufe beispielsweise in oranger Farbe und/oder
• f. Sechste Anzeige für ein Take-Quer-Request (TOR): Es erscheint zumindest ein sehr deutliches Lenkrad-Symbol mit Hand-Symbol in einer zweiten optischen Warnstufe beispielsweise in roter Farbe und/oder vergrößert, vorzugsweise begleitet von einer akustischen oder haptischen Warnung.

3 shows a matching to the sub-functions STA and ALC display concept. The ad concept contains the following possible functional states:

• a. First standby indicator [standby] when STA / ALC is on: A slightly indicated (for example gray) steering wheel symbol appears with no or only slightly indicated (for example gray) lanes and without a vehicle ahead and / or
• b. Second display for corrective steering interventions in the direction of the center of the lane (ALC intervention): A clear (for example green) steering wheel symbol appears with clear (eg green) lanes and without a preceding vehicle and / or
• c. Third display for corrective steering intervention in the direction of the preceding vehicle without recognized lane: It appears a clear (eg green) steering wheel icon with no or with only slightly indicated (for example gray) lanes and possibly with preceding vehicle (c '), preferably another Appearance as the target object of a longitudinal control and / or
• d. Fourth display for corrective steering interventions in the direction of the vehicle ahead when the lane is detected: a clear (for example green) steering wheel symbol appears with clear (for example green) lanes and, if applicable, a preceding vehicle (d '), preferably a different appearance than the target object has a longitudinal control and / or
• e. Fifth indication for a hands-on request (HOR): At least a very clear steering wheel symbol with a hand symbol appears in a first optical warning level, for example in orange color and / or
• f. Sixth display for a take-transverse request (TOR): At least one very clear steering wheel symbol with a hand symbol appears in a second optical warning level, for example in red and / or enlarged, preferably accompanied by an acoustic or haptic warning.

• a. Erste Anzeige für den Standby-Betrieb [standby] beider Systeme, wenn STA/ALC eingeschaltet ist: Es erscheint ein leicht angedeutetes (beispielsweise graues) Lenkrad-Symbol ohne oder mit nur leicht angedeuteten (beispielsweise grauen) Fahrspuren und überlagert das Standby-Symbol des Längsregelsystems und/oder
• b. Zweite Anzeige für korrigierende Lenkeingriffe in Richtung der Fahrspurmitte (ALC Eingriff): Es erscheint ein deutliches (beispielsweise grünes) Lenkrad-Symbol mit deutlichen (beispielsweise grünen) Fahrspuren und überlagert das Folgefahrt-Symbol des Längsregelsystems und/oder
• c. Dritte Anzeige für korrigierende Lenkeingriffe in Richtung des vorausfahrenden Fahrzeuges (STA) ohne erkannte Fahrspur: Es erscheint ein deutliches (beispielsweise grünes) Lenkrad-Symbol ohne oder mit nur leicht angedeuteten (beispielsweise grauen) Fahrspuren und überlagert das Folgefahrt-Symbol des Längsregelsystems. Im Fall c' unterscheidet sich das Symbol für ein vorausfahrendes Fahrzeug bei zusätzlich längsgeführter Folgefahrt zu dem Symbol bei allein quergeführter Folgefahrt (siehe c' in 3); in 4 erscheint das Symbol der längsgeführten Folgefahrt mit dem Pfeil-Symbol-Anteil des Symbols der allein quergeführten Folgefahrt gemäß 3 und/oder
• d. Vierte Anzeige für korrigierende Lenkeingriffe in Richtung des vorausfahrenden Fahrzeugs (STA) bei erkannter Fahrspur: Es erscheint ein deutliches (beispielsweise grünes) Lenkrad-Symbol mit deutlichen (beispielsweise grünen) Fahrspuren und überlagert das Folgefahrt-Symbol des Längsregelsystems. Im Fall d' unterscheidet sich das Symbol für ein vorausfahrendes Fahrzeug bei zusätzlich längsgeführter Folgefahrt zu dem Symbol bei allein quergeführter Folgefahrt (siehe d' in 3); in 4 erscheint das Symbol der längsgeführten Folgefahrt zusammen mit dem Pfeil-Symbol-Anteil des Symbols der allein quergeführten Folgefahrt gemäß 3 und/oder
• e. Fünfte Anzeige für ein Hands-On-Request (HOR): Es erscheint zumindest ein sehr deutliches Lenkrad-Symbol mit Hand-Symbol in einer erster optischen Warnstufe beispielsweise in oranger Farbe und/oder
• f. Sechste Anzeige für ein Take-Quer-Request (TOR): Es erscheint zumindest ein sehr deutliches Lenkrad-Symbol mit Hand-Symbol in einer zweiten optischen Warnstufe beispielsweise in roter Farbe und/oder vergrößert, vorzugsweise begleitet von einer akustischen oder haptischen Warnung.

4 shows the ads 3 in superimposed longitudinal guide-related follow-up drive by an activated additional longitudinal control system, as they are known from the distance-related longitudinal control system (ACC) in vehicles of the applicant in itself. The symbol of a preceding vehicle according to c 'and d' of 3 gets in this case after 4 another appearance (eg change from gray to colored, from small to large, etc.).

• a. First display for standby operation [standby] of both systems when STA / ALC is switched on: A slightly indicated (for example gray) steering wheel symbol appears with no or only slightly indicated (eg gray) lanes and overlays the standby symbol of the Longitudinal control system and / or
• b. Second display for corrective steering interventions in the direction of the center of the lane (ALC intervention): A clear (for example green) steering wheel symbol with clear (for example green) lanes appears and superimposes the follow-on symbol of the longitudinal control system and / or
• c. Third display for corrective steering intervention in the direction of the preceding vehicle (STA) without recognized lane: It appears a clear (for example, green) steering wheel icon with no or with only slightly indicated (for example, gray) lanes and superimposed the follow-travel symbol of the longitudinal control system. In the case c ', the symbol for a preceding vehicle differs from the symbol in the case of an additionally longitudinal drive to the symbol in the case of a consecutive transverse drive alone (see c' in FIG 3 ); in 4 The symbol of the longitudinally-guided following movement appears with the arrow-symbol portion of the symbol of the alone transverse-guided following movement according to FIG 3 and or
• d. Fourth indicator for corrective steering intervention in the direction of the vehicle in front (STA) with recognized lane: A clear (for example green) steering wheel symbol appears with clear (for example green) lanes and superimposed on the follow-up symbol of the longitudinal control system. In the case d 'the symbol for a preceding vehicle differs from the symbol in the case of an additionally longitudinal drive to the symbol in the case of a consecutively transverse drive alone (see d' in FIG 3 ); in 4 the symbol of the longitudinally-guided consecutive travel appears together with the arrow-symbol portion of the symbol of the alone cross-consecutive travel according to 3 and or
• e. Fifth indication for a hands-on request (HOR): At least a very clear steering wheel symbol with hand symbol appears in a first optical warning level, for example in orange color and / or
• f. Sixth display for a take-transverse request (TOR): At least one very clear steering wheel symbol with a hand symbol appears in a second optical warning level, for example in red and / or enlarged, preferably accompanied by an acoustic or haptic warning.

The different appearances of the preceding vehicle in cases c 'and d' of 3 and 4 may, for example, the size, the color, the luminosity and / or an additional symbol (such as the double arrow shown) relate.

By a driver side, for example via an operating menu, predetermined preselection can be switched on automatically with the STA / ALC the longitudinal control system, so that no additional button is to be operated when a longitudinal-related follow-up drive in addition to the other two transverse guide related sub-functions STA and ALC is desired ,

Claims (10)

Driver assistance system in a motor vehicle (EGO), which performs at least active lateral guidance interventions by automatic steering intervention, with at least two sub-functions (STA, ALC), resulting in different Querführungsbezogende states of the system, for a display concept with different displays on a single defined display area in Multi-function display or head-up display is provided for each possible state, with at least one of the following state-related displays is or are: a. First display for standby mode and / or b. Second display for corrective steering interventions in the direction of the lane center and / or c. Third display for corrective steering interventions in the direction of the vehicle ahead without recognized lane and / or d. Fourth display for corrective steering interventions in the direction of the vehicle ahead when the lane is detected, wherein the fourth and the third display may be the same or different and / or e. Fifth ad for a hands-on request (HOR) and / or f. Sixth display for a take-transverse request (TOR). Driver assistance system according to claim 1, characterized in that a. The first display for standby operation comprises at least one slightly indicated steering wheel symbol with only slightly indicated lanes and / or b. The second display for corrective steering interventions in the direction of the lane center comprises at least one clear steering wheel symbol with clear lanes and / or c. The third display for corrective steering interventions in the direction of the preceding vehicle without recognized lane comprises at least one clear steering wheel symbol with only slightly indicated lanes and optional (c ') with vehicle ahead and / or d. The fourth display for corrective steering interventions in the direction of the vehicle in front when the lane is detected comprises at least one clear steering wheel symbol with clear lanes and optional (d ') with the vehicle ahead and / or e. The fifth display for a hands-on request (HOR) comprises at least one very clear steering wheel symbol with a hand symbol in a first optical warning level and / or f. The sixth display for a take-transverse request (TOR) comprises at least one very clear steering wheel symbol with a hand symbol in a second optical warning level. Driver assistance system according to one of the preceding claims, characterized in that it is decoupled activated by the activation of a longitudinal control system and that the transverse guide-related displays are superimposed controlled instead of the longitudinal control system associated with the ads or the longitudinal control system associated with ads. Driver assistance system according to one of the preceding claims, characterized in that in the case of an additionally longitudinally sequential drive on a preceding vehicle in the displays additionally one of a longitudinal driving sequence associated symbol of a preceding vehicle is superimposed, this symbol of the optional one exclusively transverse transverse drive associated symbol different ,. Driver assistance system according to one of the preceding claims, characterized in that the at least two sub-functions are a congestion assistant (STA) and a guidance assistant (ALC) and jointly by a single on / off button (STA / ALC) can be activated and deactivated. Driver assistance system according to one of the preceding claims, characterized in that the congestion assist partial function (STA) can be activated when the vehicle speed (v) below a predetermined lower control speed threshold (70 km / h) Hegt and simultaneously detects a preceding vehicle (ZO) and that the congestion assist partial function (STA) carries out corrective steering interventions in the direction of the vehicle in front (ZO) in the form of a transverse guided drive. Driver assistance system according to one of the preceding claims, characterized in that with the congestion assist partial function (STA) a safety system for haptic side collision prevention is positively coupled. Driver assistance system according to one of the preceding claims, characterized in that the tracking assist subfunction (ALC) is activated when the vehicle speed (v) is below the predetermined lower control speed threshold (70 km / h) and at the same time no preceding vehicle (ZO) recognized or when the vehicle speed (v) is above the predetermined lower control speed threshold (70 km / h) and that the guidance assist subfunction (ALC) performs corrective steering interventions towards the lane center. Driver assistance system according to one of the preceding claims, characterized in that the lane assist assistant part function (ALC) for a predetermined short period of time optionally oriented in the form of a time-limited lane detection bridging on a vehicle in front, when during active operation no lane detection is possible and a preceding vehicle is recognized. Driver assistance system according to one of the preceding claims, characterized in that during active operation, but only if the speed (v) is above a lower threshold (eg 10 km / h) is checked by means of a built-in steering wheel capacitive sensor whether the driver touches the steering wheel with at least one hand.

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