DE102015206969B4 - Driver assistance system in a motor vehicle - Google Patents

Abstract

Driver assistance system in a motor vehicle (EGO), which carries out at least active lateral control interventions through automatic steering interventions, with at least two sub-functions (STA, ALC), which result in different lateral control-related states of the system, for which a display concept with different displays on a single defined display area in the multifunction display or in the head-up display for every possible state, with at least a third display (c, c') for corrective steering interventions in the direction of the vehicle ahead without a recognized lane being provided and the third display (c, c') for corrective steering interventions in the direction of the vehicle ahead without a recognized lane includes at least one clear steering wheel symbol with only slightly indicated lanes.

Description

The invention relates to a driver assistance system in a motor vehicle that carries out at least active lateral control 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, a steering assistant is known from the applicant's production vehicles with the "ACC (active cruise control) Stop&Go with traffic jam assistant" system, which can only be switched on when the longitudinal guidance system is activated and after additional activation of a separate steering assistant button.

Furthermore, driver assistance systems with hands-on monitoring and hands-on prompts at fixed predetermined time intervals are known in principle.

The technical background is on the DE 10 2006 058 413 A1 , the DE 10 2012 025 162 A1 , the DE 101 31 478 A1 and the DE 10 2006 027 554 A1 pointed out.

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

According to the invention, this object is achieved by the features of patent claim 1 . Dependent claims are advantageous developments of the invention.

The driver assistance system according to the invention with priority executed lateral guidance interventions includes a display concept that can be 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 provides a distinguishable display for each state of a driver assistance system that is primarily related to lateral guidance.

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

In all cases in which the lateral guidance for the driver unexpectedly has to be completely deactivated from the system states [active] or [standby], the driver is always prompted to take over (TOR or Check Control message (CCM)).

If, on the other hand, the function is switched off by an active driver action (e.g. manual deactivation of STA/ALC, manual DSC deactivation, severe oversteering of the function), there is a "silent" deactivation that the driver can understand, i.e. in particular the displays assigned to it are switched off without an additional warning.

The display concept can be used particularly advantageously for a driver assistance system (hereinafter also referred to as "STA/ALC"), which combines the two sub-functions "lane guidance assistant" (with the abbreviation ALC for "Active Lane Control") and "traffic jam assistant" (with the abbreviation STA ), the two sub-functions being able to be activated and deactivated together using a single on/off button (STA/ALC).

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

The only common button is preferably mounted in a multifunction steering wheel near the controls of a longitudinal guidance system. With the single common button, a longitudinal control can optionally also be switched on automatically (without actuating an actuating element assigned to a longitudinal guidance system) if, before switching on the driver assistance system assigned to the display concept according to the invention, corresponding presettings are permanently programmed on the system side or on the driver side (e.g. by means of a vehicle multifunction operating menu ) were carried out.

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

When the driver assistance system according to the invention is [active], further safety systems can optionally be switched on automatically without the driver having to preselect them manually. The driver assistance system according to the invention can thus be automatically coupled to other safety systems. Possible safety systems that can be coupled are, for example, a side collision warning, a lane departure warning or a pedestrian warning.

The driver assistance system "STA/ALC" according to the invention is also characterized in particular by a special combination of the sub-functions "lane guidance assistant" (abbreviated to ALC for "Active Lane Control") and "traffic jam assistant" (abbreviated to STA).

• Die Stauassistent-Teilfunktion (STA) ist aktivierbar, wenn die Fahrzeuggeschwindigkeit unterhalb einer vorgegebenen unteren Regel-Geschwindigkeitsschwelle (z.B. 70 km/h) liegt und gleichzeitig ein vorausfahrendes Fahrzeug erkannt wird, das gegebenenfalls auch als Zielobjekt für eine längsgeregelte Folgefahrt im Falle einer zusätzlichen Längsregelung dienen kann. Die Stauassistent-Teilfunktion (STA) nimmt korrigierende Lenkeingriffe in Richtung des vorausfahrenden Fahrzeugs in Form einer quergeregelten Folgefahrt vor.

The essential aspects of the two alternative sub-functions of the driver assistance system according to the invention are explained below:

• The traffic jam assistant sub-function (STA) can be activated if the vehicle speed is below a specified lower control speed threshold (e.g. 70 km/h) and a vehicle driving ahead is detected at the same time, which may also be the target object for a longitudinally controlled following drive in the event of additional longitudinal control can serve. The traffic jam assistant sub-function (STA) carries out corrective steering interventions in the direction of the vehicle in front in the form of a laterally controlled following drive.

A safety system for haptic (steering wheel vibration or counter-steering) side collision prevention is preferably positively coupled with the traffic jam assistant sub-function (STA), which takes into account in particular the dangerous situation that can occur when the vehicle ahead changes lanes without lane detection.

The lane guidance assistant sub-function (ALC) can be activated if the vehicle speed is below the specified lower control speed threshold (e.g. 70 km/h) and at the same time no vehicle driving ahead is detected or if the vehicle speed is above the specified lower control speed threshold (regardless of a vehicle ahead). The lane guidance assistant sub-function (ALC) carries out corrective steering interventions in the direction of the center of the lane.

The lane guidance assistant sub-function (ALC) is preferably designed in such a way that it orients itself to a vehicle driving ahead for a predetermined short period of time, optionally in the form of a time-limited lane detection override, if no lane detection is possible during its active operation and a (new) vehicle driving ahead is detected will. The lane guidance assistant therefore orients itself primarily to existing lane markings, but if lane detection is missing or unreliable, it can temporarily bridge a lane center guidance via orientation to a vehicle driving ahead, provided that the traffic jam assistant is not switched to by a new lateral guidance-based following drive anyway.

• Mittels eines kapazitiven Sensors wird erkannt, wenn der Fahrer keine Hand am Lenkrad hat. Eine Hands-On-Überprüfung wird aber vorzugsweise nur oberhalb einer unteren Geschwindigkeitsschwelle vorgenommen. Bei Hands-Off-Erkennung kann eine Aufforderung zur Berührung und/oder zur Fahrzeugübernahme grundsätzlich in fahrzeuggeschwindigkeitsabhängigen Zeitabständen ausgegeben werden.

Hands-on monitoring for preferred use in connection with the traffic jam and lane guidance assistant sub-functions combined according to the invention:

• A capacitive sensor detects when the driver has no hand on the steering wheel. However, a hands-on check is preferably only carried out above a lower speed threshold. In the case of hands-off detection, a request to touch and/or to take over the vehicle can basically be output at vehicle speed-dependent time intervals.

A request to touch the steering wheel (HOR) is preferably output at comparatively shorter time intervals and a request to take over control of the vehicle (TOR) at comparatively longer time intervals if the steering wheel is not touched. The time intervals are predetermined to be shorter as the vehicle speed increases.

The speed-dependent predetermined period of time is preferably constant above a defined speed threshold (e.g. 30 km/h) and therefore does not decrease any further. A more detailed exemplary embodiment is given below for this purpose. This hands-on monitoring can also be used 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 detection.
  • - Front radar with object detection and object fusion (front room).
  • - Side radars with object detection for the side area.
  • - Hands Off Detection Sensor in Steering Wheel (HOD) for STA/ALC only.
  • - Driving state variables (steering angle, speed, yaw rate,...).
• • Actuators:
  • - Corrective steering intervention via EPS.
  • - Display and operating concept (ABK): visual and acoustic information using the instrument cluster and optional head-up display (HUD).

Overview of control functions - STA/ALC - General functional description

The driver assistance system “STA/ALC” according to the invention is a lateral guidance system that supports the driver in his driving tasks by means of corrective steering interventions.

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

Above a defined vehicle speed threshold (e.g. about 70 km/h), STA/ALC can preferably only switch to the [active] state if a suitable lane is detected in front of the host vehicle. Below the defined vehicle speed threshold (e.g. about 70 km/h), the function can also go [active] if a vehicle driving ahead is detected within the driver's own driving path and the driver's desired course thus matches the current course of the vehicle in front. If the vehicle speed falls below or exceeds the defined vehicle speed threshold (preferably taking into account a hysteresis), the activation condition and the associated system state change automatically.

The STA/ALC function is designed as a supporting system that does not relieve the driver of driver responsibility, but is intended to proactively relieve him of the forces that have to be applied to the steering wheel, especially in monotonous and monotonous traffic situations. When the system is active, a touch of the steering wheel is sufficient, steering by means of steering force is not necessary.

The driver is required to keep at least one hand on the steering wheel essentially permanently. This is checked using a capacitive hands-off detection sensor built into the steering wheel. If the driver lets go of the steering wheel, after a short period of time the function prompts him to grab the steering wheel again. If the hands-off state persists for a longer period of time, the function changes to the [standby] system state with a clear visual and acoustic signal. The duration of the hands-off check depends (as already mentioned above) on the vehicle speed.

The system provides a simple correction target selection that is comprehensible for the driver.

In order to increase the safety of the function during automatic active corrective actions, additional safety systems such as e.g. B. "preventive pedestrian protection", lane departure warning or side collision protection, also activated. If one of these functions cannot become active, both sub-functions (STA and ALC) may be deactivated in the [standby] state. The automatic activation of safety systems can, for example, be specified by the driver through a preselection in a menu of a vehicle computer (e.g. iDrive from BMW).

The main part of the functional logic of the lateral guidance is preferably implemented in a separate electronic driver assistance special equipment control unit (SA control unit), with partial scopes also being able to be integrated in other control units.

A large part of the data for the function is supplied by a video camera, which is known per se and 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).

A target trajectory is calculated in the SA control unit, taking into account the following parameters in particular:

• - Lateral distance between one's own vehicle (EGO) and the left or right lane boundary (if recognizable) or the center of the vehicle in front (if recognizable) (transverse offset) and/or
• - Angle between the longitudinal axis of the EGO vehicle and a recognized lane boundary (if recognizable) (heading angle) and/or
• - Curve curvature of the detected lane (if detectable) and/or
• - Position and movement history of the vehicle in front (ZO), in relation to the EGO vehicle (if present).

Driving dynamics data such as vehicle speed, wheel speeds, yaw rate, steering angle, lateral acceleration, longitudinal acceleration, etc. are made available by the rest of the overall vehicle network via known data bus systems from other control units.

• Weicht der momentane Fahrzeugkurs von der Solltrajektorie zu stark ab, wird eine Lenkkorrektur eingeleitet.

General operating principle STA/ALC:

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

• Die Berechnung der Solltrajektorie bzw. der notwendigen Lenkkorrekturen ergibt sich in Abhängigkeit der Fahrgeschwindigkeit wie folgt:
  • • 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.

Functional logic depending on the speed:

• The calculation of the target trajectory or the necessary steering corrections depends on the driving speed as follows:
  • • Lower speed range, e.g. B. 0 to 70 km/h:
    • - Priority use of vehicle position or movement history of the vehicle in front to determine appropriate steering corrections.
    • - Taking into account detected lane markings to avoid unwanted steering corrections in the direction of leaving the lane.
    • - Corrective steering interventions in the direction of the center of the lane if no vehicle in front is detected.
  • • Medium speed range, e.g. B. 70 to 130 km/h:
    • - Steering corrections towards the center of the lane.
    • - temporary bridging of unrecognized lane markings by estimating the course of the lane based on a vehicle driving ahead.
  • • Upper speed range, e.g. 130 to 210 km/h:
    • - Steering corrections towards the center of the lane.
    • - No estimation of the course of the lane using a vehicle driving ahead due to the assumed increased operating risk above the recommended speed.

The primary use of the vehicle in front as a correction target in the first speed range results from the limited availability of today's lane detection systems in situations with limited visibility in the front area.

Especially in traffic jams and situations with a slow flow of traffic, very small following distances (< 10 m) often occur due to close tailgates and, in addition, frequent partial overlapping of the lanes ahead due to staggered driving. The consequence is a frequent non-recognition of lanes. To increase the robustness against frequent lane error detections, the position of the vehicle in front is selected as the primary correction target in these situations. However, the lanes serve - if recognized - as a lateral delimitation of the course desired by the driver anticipated by STA. The limit of the transition between traffic jam-like situations and flowing traffic with longer forecast distances is assumed on the basis of empirical investigations. In order to achieve a robustness that is suitable from the driver's point of view when detecting changing lanes, a functional tolerance of 10 km/h is selected in addition to this empirical speed. In addition to the more robust separation between slow-moving traffic and normal traffic flow, this also significantly reduces the number of correction target changes when lane availability is limited in inner-city areas. The permitted driving speed in inner-city areas is also 60 km/h instead of 50 km/h. This also requires a tolerance band.

In order to prevent vehicles that are too narrow - such as motorcycles and bicycles - from being selected as the correction target, the object classification and minimum width of the object in front are evaluated.

• Wenn der Fahrer den für die beiden Teilfunktionen (STA/ALC) gemeinsam verwendeten An/Aus Schalter am Lenkrad betätigt, wechselt das System in den Systemzustand [standby].
• Damit die Querführungsunterstützung vom Systemzustand [standby] in die Betriebsart [aktiv] wechseln kann, können vorzugsweise folgende Voraussetzungen allein oder in beliebiger Kombination miteinander erfüllt sein:
  • - 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.

Activation Conditions:

• If the driver presses the on/off switch on the steering wheel that is used jointly for the two sub-functions (STA/ALC), the system changes to the [standby] system state.
• So that the lateral guidance support can switch from the [standby] system state to the [active] operating mode, the following prerequisites can preferably be met alone or in any combination with one another:
  • - A lane boundary is recognized by the camera and evaluated as "valid" by the function.
  • - Test criteria include:
    • • road curve radius > minimum value;
    • • Track width within a plausible range or
    • • A vehicle in front that matches your direction of movement is only accepted for function activation below the specified vehicle speed threshold (of, for example, 70 km/h).
  • - 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 detected errors from partner control units or the environment sensors, setpoint generation or actuators.

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

If one of the functional requirements for lateral guidance assistance is temporarily not met, the function switches to the [standby] state with or without driver information (see also "Silent deactivation" below). Once all conditions again are met, the steering corrections are automatically reactivated.

• Die Querführungsunterstützung des Fahrers wird deaktiviert, wenn beispielsweise mindestens eine der folgenden Bedingungen erfüllt ist:
  • - 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).

Shutdown conditions:

• The driver's lateral guidance support is deactivated if, for example, at least one of the following conditions is met:
  • - The driver switched off the function using 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 by a safety system (e.g. 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 support switches to [standby] when one of the following conditions is met:

• - Lower speed range (e.g. 0 to 70 km/h): No vehicle in front is detected and there are no lane markings.
• - Medium speed range (e.g. 70 km/h < v < 130 km/h): No lane markings detected and no vehicle in front present to temporarily bridge a lane loss.
• - Upper speed range (e.g. v> 130 km/h): no lane markings detected.
• - The minimum lane width is not reached.
• - Lateral guidance support is temporarily interrupted by lane change warning (LCA), DSC control interventions, oversteer/understeer detection, high driver steering torque or high longitudinal deceleration.
• - Driver exceeds the permitted hands-off time.
• - Driver activates the turn signal.

If the driver takes his hands off the steering wheel, a hands-on request (HOR) takes place after a specified period of time (e.g. approx. 2 seconds) by means of a visual indication in the instrument cluster (e.g. steering wheel with a hand symbol, see also the example of the display and operating concept , below). If the driver does not put his hands on the steering wheel again, after a speed-dependent period of time, a takeover request (TOR) is issued by means of a visual indication (e.g. red flashing steering wheel with a hand symbol in the instrument cluster or in the HUD, including an acoustic warning ).

To sue

The primary feedback on the status of the STA/ALC function is via the instrument cluster and - if installed in the vehicle - also via a head-up display (HUD).

In all cases in which the lateral guidance for the driver unexpectedly has to be completely deactivated from the system states [active] or [standby], the driver is always prompted to take over (TOR or Check Control message (CCM)).

If, on the other hand, the function is switched off by an active driver action (e.g. manual deactivation of STA/ALC, manual DSC deactivation, strong oversteering of the function), there is a "silent" deactivation that the driver can understand.

• - 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

In particular, the invention offers the following advantages over the prior art:

• - A higher and more predictive level of support with a quasi "steering force-free driving".
• - The lateral guidance can be experienced independently of the longitudinal guidance; no switching off when the brakes are applied, no forced coupling to the longitudinal guidance, such as to the active state of a cruise control system with distance control (ACC).
• - active feedback of the current control strategy (lane or vehicle in front); Improved support in traffic jams through orientation to the vehicle in front

The drawing shows exemplary embodiments of the invention.

• 1 eine Übersicht zur allgemeinen Funktionsweise des dem erfindungsgemäßen Anzeigesystem zugeordneten Fahrerassistenzsystems bestehend aus der Kombination der beiden Teilfunktionen STA und ALC,
• 2 ein Diagramm der zulässigen Hands-Off-Zeiten in Abhängigkeit von der Fahrgeschwindigkeit,
• 3 ein vorteilhaftes Ausführungsbeispiel zum Anzeigekonzept des erfindungsgemäßen Fahrerassistenzsystems STA/ALC ohne Kopplung mit einem Längsführungssystem und
• 4 ein vorteilhaftes Ausführungsbeispiel zum Anzeigekonzept des erfindungsgemäßen Fahrerassistenzsystems STA/ALC einschließlich Kopplung mit einem Längsführungssystem.

It shows

• 1 an overview of the general functioning of the driver assistance system assigned to the display system according to the invention, consisting of the combination of the two sub-functions STA and ALC,
• 2 a diagram of the permissible hands-off times depending on the driving speed,
• 3 an advantageous embodiment of the display concept of the driver assistance system STA / ALC according to the invention without coupling to a longitudinal guidance system and
• 4 an advantageous embodiment of the display concept of the Fah according to the invention rear assistance system STA/ALC including coupling with a longitudinal guidance system.

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

The following components, which are known per se, are used without presenting them in more detail here: The vehicle has a stereo camera and a long-range radar in the front area. The side and rear area of the vehicle is covered by four side radars. A stereo front camera recognizes other vehicles, lane markings and pedestrians. The detected objects are then merged with the long-range radar and confirmed. Four side radars extend the detection to the side area, which means that a side collision warning can be issued in critical situations. All driver assistance systems are monitored and controlled by a higher-level coordinator in order to ensure that all longitudinal and lateral guidance systems work properly together. In addition, some safety 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 are, for example, a driver assistance control unit SA and a brake control unit DSC together with the control unit EPS for the electric power 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 presented in more detail:

• • ALC: above 70 km/h (specified lower speed threshold) support for the driver in keeping the driver's own vehicle EGO in the recognized lane.
• • STA: regulation below the specified lower speed threshold (from here 70 km/h) preferably to a vehicle in front ZO (preferably corresponding to the target object selection of a known ACC system for distance-related longitudinal guidance), if present; However, the course of recognized lanes (no driving over) or peripheral buildings (forced coupling eg with side collision warning) is also taken into account.
• • ALC: If the vehicle in front ZO disappears, regulation on lane markings.

In 1 possible associated displays are also shown. Further display options will be discussed in connection with the 3 and 4 dealt with in more detail.

• Für einen unteren Geschwindigkeitsbereich (z.B. für 0<v<10 km/h):
  • keine Hands-On-Überwachung, kein HOR, kein TOR.
• Für einen mittleren Geschwindigkeitsbereich (z.B. für 10<v<30 km/h): Regelmäßig HOR (z.B. alle 2 s) und zusätzlich mit zunehmender Geschwindigkeit v Reduzierung der maximal zulässigen Hands-Off-Zeit t bis zur TOR von einem oberen Wert (z.B. von 30 s) auf einen unteren Wert (z.B. 10 s).
• Für einen oberen Geschwindigkeitsbereich (z.B. für v>30 km/h: Regelmäßig nach einem vorgegebenen kleineren Zeitfenster (z.B. alle 2 s) HOR; regelmäßig nach einem vorgegebenen größeren Zeitfenster (z.B. alle 10 s) TOR.
• HOR: Hands-On-Request=Aufforderung zur Lenkradberührung TOR: Take-Over-Request=Aufforderung zur Übernahme der vollständigen Fahrzeugführung, beispielsweise inkl. akustischer Warnung und zeitgleicher Beendigung der Lenkkorrekturen (Deaktivierung bzw. [standby] STA/ALC).

As already mentioned above, the driver is basically required to keep at least one hand on the steering wheel essentially permanently. This is checked using a capacitive hands-off detection sensor built into the steering wheel. If the driver lets go of the steering wheel, after a short period of time the function prompts him to grab the steering wheel again. If the hands-off state persists for a longer period of time, the function changes to the [standby] system state with a clear visual and acoustic signal. The length of time 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 (e.g. for 0<v<10 km/h):
  • no hands-on monitoring, no HOR, no TOR.
• For a medium speed range (e.g. for 10<v<30 km/h): Regularly HOR (e.g. every 2 s) and additionally with increasing speed v reduction of the maximum permissible hands-off time t up to the TOR from an upper value (e.g from 30 s) to a lower value (e.g. 10 s).
• For an upper speed range (e.g. for v>30 km/h: regularly after a specified smaller time window (e.g. every 2 s) HOR; regularly after a specified larger time window (e.g. every 10 s) TOR.
• HOR: Hands-On-Request=Request to touch the steering wheel TOR: Take-Over-Request=Request to take over full control of the vehicle, for example including an 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 function or as a further development of the STA/ALC driver assistance function.

1. 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
2. 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
3. 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
4. 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
5. 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
6. f. Sechste Anzeige für ein Take-Over-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 display concept suitable for the subfunctions STA and ALC. The display concept includes the following possible functional states:

1. a. Initial standby display when STA/ALC is on: Es a faintly indicated (e.g. grey) steering wheel symbol appears with no or only faintly indicated (e.g. grey) lanes and no vehicle in front and/or
2. b. Second indicator for corrective steering interventions towards the center of the lane (ALC intervention): A clear (e.g. green) steering wheel symbol appears with clear (e.g. green) lanes and no vehicle ahead and/or
3. c. Third display for corrective steering interventions in the direction of the vehicle in front without a recognized lane: A clear (e.g. green) steering wheel symbol appears with no or only slightly indicated (e.g. gray) lanes and possibly with a vehicle in front (c'), which preferably has a different Having appearance as the target of a longitudinal regulation and/or
4. i.e. Fourth display for corrective steering interventions in the direction of the vehicle in front when the lane is detected: A clear (e.g. green) steering wheel symbol appears with clear (e.g. green) lanes and possibly with a vehicle in front (d'), which preferably has a different appearance than the target object having a longitudinal regulation and/or
5. e. Fifth display for a hands-on request (HOR): At least one very clear steering wheel symbol with a hand symbol appears in a first visual warning stage, for example in orange color and/or
6. f. Sixth display for a take-over 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 .

1. 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
2. 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
3. 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
4. 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
5. 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
6. f. Sechste Anzeige für ein Take-Over-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 with superimposed longitudinal guidance-related follow-up travel by an activated additional longitudinal control system, as is known per se from the distance-related longitudinal control system (ACC) in the applicant's vehicles. The symbol of a vehicle ahead according to c' and d' of 3 receives in this case 4 a different appearance (e.g. change from gray to colored, from small to large, etc.).

1. a. Initial standby display for both systems when STA/ALC is on: A faint (e.g. gray) steering wheel icon appears with no or only faint (e.g. gray) lanes and overlays the standby icon of the Longitudinal control system and/or
2. b. Second indicator for corrective steering interventions in the direction of the lane center (ALC intervention): A clear (e.g. green) steering wheel symbol with clear (e.g. green) lanes appears and overlays the following drive symbol of the longitudinal control system and/or
3. c. Third display for corrective steering interventions in the direction of the vehicle in front (STA) without a recognized lane: A clear (e.g. green) steering wheel symbol appears with no lanes or only slightly indicated (e.g. gray) and superimposes the following drive symbol of the longitudinal control system. In case c', the symbol for a vehicle in front with an additional longitudinal follow-up journey differs from the symbol for only a laterally guided follow-up journey (see c' in 3 ); in 4 the symbol for the longitudinally guided following journey appears with the arrow symbol part of the symbol for the solely laterally guided following journey 3 and or
4. i.e. Fourth indicator for corrective steering interventions in the direction of the vehicle in front (STA) when the lane is detected: A clear (e.g. green) steering wheel symbol with clear (e.g. green) lanes appears and overlays the following drive symbol of the longitudinal control system. In case d', the symbol for a vehicle driving ahead differs with an additional longitudinal following drive from the symbol with only a lateral following drive (see d' in 3 ); in 4 the symbol of the longitudinal follow-up drive appears together with the arrow symbol part of the symbol of the only lateral follow-up drive according to 3 and or
5. e. Fifth display for a hands-on request (HOR): At least one very clear steering wheel symbol with a hand symbol appears in a first visual warning stage, for example in orange color and/or
6. f. Sixth display for a take-over 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 can, for example, the size, the color, the luminosity and / or a Additional symbol (like the double arrow shown) affect.

The longitudinal control system can also be switched on automatically with the STA/ALC button by means of a preselection made by the driver, for example via an operating menu, so that no additional button has to be pressed if a longitudinal control-related following drive is required in addition to the two other lateral control-related subfunctions STA and ALC .

Claims (10)

Driver assistance system in a motor vehicle (EGO), which carries out at least active lateral control interventions through automatic steering interventions, with at least two sub-functions (STA, ALC), which result in different lateral control-related states of the system, for which a display concept with different displays on a single defined display area in the multifunction display or in the head-up display for every possible state, with at least a third display (c, c') for corrective steering interventions in the direction of the vehicle ahead without a recognized lane being provided and the third display (c, c') for corrective steering interventions in the direction of the vehicle ahead without a recognized lane includes at least one clear steering wheel symbol with only slightly indicated lanes. driver assistance system Claim 1 , characterized in that at least one of the following status-related displays is or are also provided: a. First display for standby mode and/or b. Second display for corrective steering interventions towards the center of the lane and/or c. Fourth display for corrective steering interventions in the direction of the vehicle ahead when the lane is detected, it being possible for the fourth and the third display to be the same or different and/or d. Fifth indicator for a hands-on request (HOR) and/or e. Sixth indicator for a take-over request (TOR). Driver assistance system according to one of the preceding claims, characterized in that a. The first display for the standby mode includes 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 middle of the lane comprises at least one clear steering wheel symbol with clear lanes and/or c. The third display (c') includes the vehicle driving ahead and/or d. The fourth display for corrective steering interventions in the direction of the vehicle ahead when a lane is detected comprises at least one clear steering wheel symbol with clear lanes and optionally (d') with a vehicle ahead and/or e. The fifth display for a hands-on request (HOR) includes 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-over request (TOR) at least includes a 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 can be activated separately from the activation of a longitudinal control system and that the lateral guidance-related displays can be controlled superimposed instead of the displays assigned to the longitudinal control system or the displays assigned to the longitudinal control system. Driver assistance system according to one of the preceding claims, characterized in that in the case of an additional longitudinal following drive on a vehicle driving ahead, a symbol of a vehicle driving ahead assigned to a longitudinal guided following drive is also shown in the displays, this symbol differing from the symbol optionally assigned to an exclusively lateral following drive differs. Driver assistance system according to one of the preceding claims, characterized in that the at least two sub-functions are a traffic jam assistant (STA) and a lane guidance assistant (ALC) and can be activated and deactivated together by a single on/off button (STA/ALC). Driver assistance system according to one of the preceding claims, characterized in that the traffic jam assistant sub-function (STA) can be activated if the vehicle speed (v) is below a predetermined lower control speed threshold (70 km/h) and a vehicle driving ahead (ZO) is detected at the same time and that the traffic jam assistant sub-function (STA) makes corrective steering interventions in the direction of the vehicle in front (ZO) in the form of a laterally guided following drive. Driver assistance system according to one of the preceding claims, characterized characterized in that a safety system for haptic side collision prevention is positively coupled with the traffic jam assistant sub-function (STA). Driver assistance system according to one of the preceding claims, characterized in that the lane guidance assistant sub-function (ALC) can be activated if the vehicle speed (v) is below the specified lower control speed threshold (70 km/h) and at the same time no vehicle driving ahead (ZO) is detected or if the vehicle speed (v) is above the specified lower control speed threshold (70 km/h) and that the lane guidance assistant sub-function (ALC) carries out corrective steering interventions in the direction of the center of the lane. Driver assistance system according to one of the preceding claims, characterized in that the lane guidance assistant sub-function (ALC) for a predetermined short period of time, optionally in the form of a time-limited lane detection bridging, orients itself to a vehicle driving ahead if no lane detection is possible during active operation and a vehicle driving ahead is recognized.

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