DE102016007629A1 - Method for determining an emergency braking situation of a vehicle and emergency braking system - Google Patents

Abstract

The invention relates to a method for determining an emergency braking situation of a vehicle (1), in particular a commercial vehicle, with at least the following steps: - Detecting moving objects (10.i) and / or stationary objects (16.i) in an environment (U) of the vehicle (1); - Determining a collision probability (P) between the own vehicle and the detected object (10.i, 16.i) as a function of a currently existing traffic situation, to be adapted to the traffic situation emergency braking parameters are taken into account, the emergency braking parameters, the braking behavior of the own vehicle (1) in an autonomous emergency braking pretend; and - outputting an emergency brake signal (S1) as a function of the probability of collision (P) for initiating an autonomous emergency braking and / or for outputting a warning signal (S3) to the driver. According to the invention, it is provided that the traffic situation results from a dynamic driving behavior (vFzg, vO.j) of the own vehicle (1) and / or the detected objects (10.i, 16.i), the dynamic driving behavior (vFzg, vO. j) characterizes an actual and / or a predicted movement of the own vehicle (1) and / or the detected objects (10.i).

Description

The invention relates to a method for determining an emergency braking situation of a vehicle, in particular a commercial vehicle, as well as an emergency braking system for carrying out the method.

In vehicles, in particular commercial vehicles, with an emergency braking system, an environment detection system scans an environment, in particular in front of the vehicle, in order to detect objects present in this environment. On the basis of the relative movement of the own vehicle relative to the detected objects, a probability for an accident of the own vehicle with the objects is estimated and then a warning signal to the driver or autonomously initiated a braking of the vehicle, if it can be assumed that the driver is no longer able to dodge the detected object or decelerate the vehicle in good time. The collision probability is in this case determined depending on whether the own vehicle with the current vehicle speed can avoid the detected object or whether the vehicle can still be braked, without causing a collision with this object or such that the consequences of accidents can be minimized ,

The control of brakes of the vehicle is such that the ISO standard ISO 26262 is met, the ISO standard states that in the relevant braking system of the vehicle in advance has to take place a risk assessment and a hazard analysis in the event that there is a malfunction, that is, an inappropriate autonomous braking is initiated. This so-called "functional safety" is intended to ensure that, in the event of a malfunction of the autonomous brake system, the consequences of an accident, which can occur, for example, as a result of a rear-end collision in the event of a falsely carried out emergency braking, are minimized. Accordingly, emergency brake parameters, for example a braking force defining a vehicle deceleration, a braking time and a braking duration or a warning period, are set in advance in the brake system such that the autonomous braking with these emergency brake parameters fulfills the ISO standard, ie emergency braking to incorrectly recognized object represents a low hazard potential for subsequent traffic.

The braking force, the braking time and the braking time or the warning period are conventionally set such that the ISO standard for the worst case - the most unfavorable driving situation or traffic situation - is met, which is usually on the highway at high speeds, eg. B. 100 km / h, the case. Ie. Even for a less dangerous driving situation emergency brake parameters are used, which apply to a more dangerous driving situation. This has the disadvantage that the brake system for driving situations in which it is not necessary, is very sensitively parameterized and thereby incorrectly issued warning or autonomous emergency brakes are caused, which can lead to uncertainty of the driver and unnecessary hazards, especially for subsequent traffic ,

For example, during city driving at a low vehicle speed, autonomous emergency braking may be initiated at a braking time to which driver accident avoidance is still possible because the braking time has been set for high vehicle speeds. Thus, disadvantageously results in an undesirable emergency braking behavior that the driver perceives as disturbing and ignores future, relevant warning messages as a result; the acceptance of the emergency braking system is decreasing and so is driving safety.

In DE 10 2008 023 381 A1 is described as an emergency braking system driving assistance system described which engages in response to variable triggering thresholds in the driving operation and in particular causes autonomous braking and outputs a warning signal. In this case, the variable triggering thresholds are determined as a function of external circumstances, wherein the external circumstances include all influencing variables which have an influence on the driving behavior, the braking distance and, for example, the safety against theft. In particular, a coefficient of static friction between the wheels of the motor vehicle and the road surface come into question. Furthermore, visibility or a traffic density or a traffic volume are taken into account, whereby distances to preceding and following other road users are determined or traffic information is taken into account. When an increased traffic density is detected, the triggering threshold is adjusted in such a way that an earlier autonomous deceleration takes place in emergency braking situations.

The DE 10 2011 014 083 A1 further describes a method for operating a driver assistance system, which in particular can trigger a braking device or output a warning signal if a threshold value is exceeded, ie a high probability of collision exists. The threshold value as well as an actuation degree of the braking device, ie an adjusted braking force, are determined here in particular as a function of the traffic density and the determined category of the road, so that the braking behavior can be adapted to it. In the presence of a high traffic density or in a city trip is the Threshold adjusted so that the brakes of the vehicle are operated at a later date, since the distances to the adjacent vehicles are lower and too low a threshold value would result in an increased number of warnings.

The object of the invention is to provide a method for determining an emergency braking situation of a vehicle, in particular a commercial vehicle, as well as an emergency braking system that can detect reliably and without great effort, taking into account the relevant standards, an emergency braking situation.

This object is achieved by a method for determining an emergency braking situation of a vehicle according to claim 1 and an emergency braking system according to claim 11. Preferred developments are specified in the subclaims.

According to the invention, it is therefore provided to include a current traffic situation for assessing a collision probability of an own vehicle with a preceding object, in particular a vehicle ahead, wherein for this purpose a dynamic driving behavior of the own vehicle and / or the objects ahead is analyzed. Dynamic driving behavior is understood to mean an actual and / or a predicted movement of the vehicles with one another, which is characterized in particular by a vehicle speed of the own vehicle and / or object speeds of the objects ahead and / or predicted movement paths of the own vehicle and / or the objects ahead can.

According to the invention, it is recognized here that depending on the dynamic driving behavior which is detected and analyzed at a current time, a dynamic environment or the traffic situation in which the own vehicle is located can first be reliably determined. Because from the movement of vehicles over time motion profiles can be created that can be classified with little effort and safely in a particular traffic situation, as a traffic situation, for example, a city trip, a cross-country drive or a highway ride in question.

The traffic situation can thus be determined, for example, firstly from the vehicle speed and / or the object speed, wherein at average speeds over a specific period of, for example, 50 km / h or less on a city trip, with average speeds between 50 km / h and 80 km / h can be closed on a highway journey and at average speeds of more than 80 km / h on a motorway. In this case, for example, a number of objects recognized as still standing can be taken into account as a function of the average speed. This can be concluded, for example, on a highway ride when at high speed no or very few stationary objects -. B. warning signs - are detected. In city traffic at low speed, however, the number of stationary objects - z. Parking cars, traffic lights, etc. - higher.

In an alternative or supplementary step, an analysis of the predicted movement paths of the own vehicle as well as of the objects lying ahead can take place, wherein there is a higher dynamic in the city, i. H. both the own and the preceding objects change their position in the longitudinal and transverse direction, for example at traffic lights or intersections more often than on the highway. As a result, the determination of the traffic situation can advantageously be carried out in an alternative manner or the traffic situation determined from the average speed can be made plausible, so that the traffic situation can be determined more reliably.

The collision probability is determined as a function of the current traffic situation by setting different emergency brake parameters depending on the prevailing traffic situation. The emergency brake parameters define a braking performance during autonomous emergency braking. The emergency brake parameters specify how, d. H. For example, with which braking force and / or with which braking time and / or at which braking time the brake system is driven at an autonomously initiated braking, for example by an emergency braking system or with which warning period the driver is warned in an imminent emergency braking situation in advance.

This can advantageously also the ISO standard ISO 26262 be respected. The "functional safety regulated in the ISO standard ISO 26262 requires that braking systems be coordinated in such a way that in the case of a malfunction, for example an error detection of an object and an incorrectly initiated emergency braking, a so-called" false-positive event ", a risk a risk potential, in particular for a rear-end collision, must be minimized. For this purpose, a risk assessment and a hazard analysis must be carried out in advance and, depending on this, emergency braking parameters with which the autonomous emergency braking is carried out and / or with which a warning is given against emergency braking must be defined. Because the risk and the potential danger for the different traffic situations are different, the emergency brake parameters are adjusted according to the ISO standard to the current traffic situation.

As a result, advantageously, the number of false warnings and / or the mal-brakes can be reduced because, for example, not applicable for a ride on the highway emergency braking parameters, in particular according to the ISO standard for a ride in the city and vice versa. Accordingly, for example, the braking force and a resulting vehicle deceleration in the city at lower vehicle speeds of the own vehicle and the surrounding traffic can be set higher than on a highway, since a braking distance of a subsequent vehicle due to the lower speed is lower and thus the risk for a Rear-end collision is smaller. In addition, the reaction time is lower in city traffic due to the higher attention than on a highway ride, which further shortens the braking distance.

Advantageously, it is thus recognized that the probability of collision is to be determined as a function of the emergency braking parameters adapted to the traffic situation, since there are different results in a risk assessment and a hazard analysis for a motorway journey, a cross-country journey and a city trip.

As fewer false warnings and false braking take place, the driver's acceptance of the emergency braking system also increases. In particular, in stationary detected objects that are often misrecognized by emergency braking systems, such as street signs, warning signs above the road or manhole cover, thus the probability of false warning or false braking can be reduced.

Advantageously, possible alternative routes for the own vehicle are taken into account for determining the probability of collision via the predicted movement path. As a result, it can advantageously be included whether a preceding object can still be passed instead of initiating a braking or, due to a lack of alternative possibilities, a collision is very likely to occur. This can occur, for example, in the city at low vehicle speed, when a stationary vehicle slowly overhauled and thus an imminent collision can be avoided.

The dynamic driving behavior of the objects lying ahead in an environment in front of one's own vehicle is advantageously detected by an environment detection system which has, for example, a radar sensor or a LIDAR sensor. For this purpose, electromagnetic radiation is emitted by the environmental detection system in the direction of travel of the vehicle and detected by the radar sensor and the LIDAR sensor electromagnetic radiation that has been reflected by the objects in the environment. The environment detection system preferably emits the electromagnetic radiation in an angular range, so that it is also possible to detect several objects at the same time, which may also be located on an adjacent traffic lane or next to or above the roadway. The environment detection system can be integrated here in the emergency braking system or the emergency braking system uses existing environment detection systems in their own vehicle.

On the basis of the reflected electromagnetic radiation, the emergency braking system can close, for example in the emergency brake control unit, in particular to a distance, a relative speed and an angle to each detected object and assign, for example, each identified object an identification, so that the object with the respective identification in a unique way can be observed over time. As a result, a relative movement between the own vehicle and the detected object and depending thereon, for example, the predicted movement paths or even the object speeds can be determined, which are used to evaluate the traffic situation and thus the collision probability.

Thus, advantageously no hardware adjustments are necessary because an environment detection system with the corresponding sensors anyway part of a conventional vehicle, especially commercial vehicle, and thus at most an adjustment of the software is necessary to run the inventive method can. As a result, the assembly and the cost can be minimized.

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

1 a commercial vehicle with an emergency braking system;

2 a driving situation of the commercial vehicle according to 1 ; and

3 a flow chart of the method according to the invention.

According to 1 is a vehicle 1 , in particular a commercial vehicle, shown, which is a braking system 2 , in particular an electrically controlled pneumatic, electric or hydraulic Brake system. In the brake system 2 are service brakes 4 provided, which is controlled by a brake control unit 3 the wheels 5 of the vehicle 1 can slow down to the vehicle 1 to delay. As part of the braking system 2 is still an emergency braking system 6 with an emergency brake control unit 7 provided, wherein the emergency brake control unit 7 according to this embodiment as an external emergency brake control unit 7 with the brake control unit 3 is connected and can exchange emergency brake signals S1.

The emergency brake control unit 7 is formed, depending on a collision probability P to initiate emergency braking by a corresponding emergency brake signal S1 upon detection of an imminent emergency braking situation to the brake control unit 3 which then causes a brake, causing the vehicle 1 is slowed down. The emergency braking here is autonomous, ie without the driver having to intervene, brought about. In addition, depending on the emergency brake control unit 7 output emergency brake signal S1 a warning signal S3 to a warning device 15 issued to the driver of the vehicle 1 to warn in advance of an impending emergency braking situation. The driver may then possibly even a braking of the vehicle 1 initiate and / or initiate a steering.

To recognize the emergency braking situation as a function of the probability of collision P takes the emergency brake control unit 7 Sensor signals S2 of an environment detection system 8th on and processed this. The environment detection system 8th has a sensor according to this embodiment 8.1 For example, a radar sensor or a LIDAR sensor, and emits electromagnetic radiation 9 in front of the vehicle 1 or in a direction of travel F lying environment U from, wherein the electromagnetic radiation 9 is radiated in an angular range B, so that the environment U in an angular range B can be monitored.

The electromagnetic radiation 9 becomes moving objects 16.i (Moving objects) as well as standing objects 10.i (Stationary objects) - each with i = 1, 2, 3 - in front of the vehicle 1 reflected in such a way that part of the objects 10.i . 16.i reflected electromagnetic radiation 9a back to the environment detection system 8th is thrown back. The environment detection system 8th detects this part of the reflected electromagnetic radiation 9a and evaluates this, for example by comparing the radiated electromagnetic radiation 9 in the angle range B with the reflected electromagnetic radiation 9a , From the evaluation, in particular a distance Aj to the respective object 10.i . 16.i an angle ω.j to the respective object 10.i . 16.i with respect to the direction of travel F of the own vehicle 1 and from a Doppler effect measurement on a relative velocity vr.j of the respective object 10.i . 16.i relative to your own vehicle 1 getting closed. From the relative velocity vr.j to the respective object 10.i . 16.i can have a vehicle speed vFzg of your own vehicle 1 a corresponding object velocity vO.j of the respective object 10.i . 16.i be derived.

The index "i" and the index "j" in this case run over different ranges of values, wherein the distance Aj, the angle ω.j and the relative velocity vr.j each with respect to one of the objects 10.i . 16.i stand, ie the distance A.1 gives the distance to the stationary object 10.1 , ..., and the distance A.4 the distance to the moving object 16.1 on, etc .. D. h. "J" according to this embodiment runs from 1 to 6 and i in each case from 1 to 3.

Thus, by the environment detection system 8th the environment U in the angular range B in front of the vehicle 1 about the electromagnetic radiation 9 scanned and the distance Aj, the angle ω.j and the relative velocity vr.j for each detected object 10.i . 16.i determined and the respective object 10.i . 16.i assigned in the emergency brake control unit 7 be stored. This information Aj, ω.j, vr.j can be used for the respective object 10.i . 16.i be stored, so that in a simple way the movement of the respective object 10.i . 16.i can be observed over time.

With this information about the individual objects 10.i . 16.i can the emergency brake control unit 7 a collision probability P for the own vehicle 1 with the respective recognized object 10.i . 16.i calculate and decide whether an emergency braking situation exists. To calculate the collision probability P is taken into account, for example, whether your own vehicle 1 with the current relative speed vr.j and the current distance Aj can brake in time, without causing a collision with personal injury to the respective object 10.i . 16.i comes. Furthermore, it is considered whether for the own vehicle 1 an alternative to a detected object 10.i . 16.i given, with a predicted motion path 13 of your own vehicle 1 is determined, ie it becomes a possible path of movement 13 predicted on which the vehicle 1 the detected object 10.i . 16.i could happen (s. 2 ). This check is for every detected object 10.i . 16.i performed in the angle range B.

The emergency brake control unit 7 In their assessment of the probability of collision P draws both moving objects 10.i (Moving objects) as well as standing objects 16.i (Stationary objects), which in the direction of travel F of own vehicle 1 lie. Whether a moving object 10.i or a standing object 16.i is present, for example, based on the relative speed vr.j of the own vehicle 1 relative to the respective object 10.i . 16.i are determined, wherein the relative velocity vr.j at a stationary object 10.i corresponds to the negative of the own vehicle speed vFzg, ie vr.j = - vFzg for j = 4, 5, 6.

As moving objects 10.i come in according to the driving situation 2 especially other vehicles, which are also on the road 11 ie on the same lane 11a , on one of the neighboring lanes 11b or an oncoming lane 11c , move, into consideration. Stationary objects can be stationary vehicles 16.1 . 16.2 on the roadway 11 , especially the own roadway 11a , but also objects are considered 16.3 , z. As a road sign, next to the road 11 ,

To a collision probability P with a stationary or a moving object 10.i . 16.i be assessed in terms of "functional safety" according to the ISO standard ISO 26262 Emergency brake parameters BK, BT, BD, WD, the braking behavior of the own vehicle 1 during an emergency braking situation, including an emergency emergency braking performed by these emergency braking parameters BK, BT, BD, WD, which complies with the ISO standard. As a result, according to the specification in the ISO standard, there is a risk of rear-end collisions and thus a danger to the following traffic - for example, a following vehicle 12 - especially in the event of a malfunction of the emergency braking system 6 be minimized. The emergency brake parameters, with which this is to be achieved, are in this case in particular a brake force or a braking force BK, a braking time BT and a braking time BD, the braking autonomously performed in the brake system 2 be set, or a warning period WD for the warning device 15 to the driver shortly before an imminent emergency braking.

In order to simultaneously minimize the number of incorrectly issued warning signals S3 (false warnings) and the number of autonomously executed faulty braking, the determination of the collision probability P is a dynamic driving behavior of the own vehicle 1 as well as the recorded objects 10.i . 16.i taken into account, from which a current traffic situation VS is derived. Accordingly, it is determined whether a city trip, a cross-country drive or a highway ride is present by the vehicle speed vFzg own vehicle 1 as well as the object velocities vO.j of the surrounding traffic, ie in particular the preceding moving objects 10.i be considered over a period of time dt. Is the vehicle speed vFzg and the object speed vO.j over a longer period dt in the range of z. B. 50 km / h or less, can be closed on a city trip. At speeds vFzg, vO.j in the range of about 50 km / h to about 80 km / h is a cross-country drive and in the range of about 100 km / h or more a highway ride before.

In addition, the predicted motion path also becomes 13 of your own vehicle 1 as well as predicted motion paths 14.j the objects ahead 10.i . 16.i considered. Accordingly, there is a higher dynamic in the city and thus more dynamic movement paths 13 . 14.j both along the direction of travel F and transverse to the direction of travel F, since the lane 11a . 11b Frequently changed or reacted at traffic lights and intersections with a driver's braking. On the other hand, the dynamics are weaker, especially for commercial vehicles. In addition, the determination of the current traffic situation VS can be made more accurate.

The emergency braking parameters BK, BT, BD, WD for the emergency braking to be carried out autonomously are adapted as follows to the current traffic situation VS in order to determine the braking behavior of the vehicle 1 to be able to adapt to the current traffic situation VS:
During a city trip, for example, the braking force BK is set high for an autonomously performed emergency braking, ie it can also take place abrupt deceleration, since due to the low speeds vFzg, vO.j in city traffic endangering the subsequent traffic 12 is lower. Furthermore, the attention in urban traffic is higher, giving a reaction time and thus a braking distance for subsequent traffic 12 is lower. The risk of a rear-end collision and the risk to a following vehicle 12 are therefore lower than, for example, on the highway, so that the emergency braking can be performed with a high braking force BK.

On the motorway, on the other hand, the speeds vFzg, vO.j (without congestion) are higher and the attention is lower for a longer straight-ahead driving, so that overall longer braking distances result. Accordingly, a lower braking force BK is set for autonomous emergency braking during a highway drive to minimize the risk and the risk in a collision.

The braking time BT for an autonomous emergency braking is later chosen in city traffic, since the braking distance of both the own vehicle 1 as well as the following vehicle 12 is shorter. As a result, false warnings or autonomous faulty braking can be avoided as the driver if necessary still reacts itself or the recognized object 10.i . 16.i For a collision is no longer in question, for example, because it has become faster or bent, and thus an intervention is no longer necessary. Accordingly, a previous braking time BT is selected in a highway drive.

The braking time BD for autonomous emergency braking is chosen to be shorter in city traffic than for a motorway journey, since the subsequent traffic is less at risk, the warning period WD is then also chosen shorter.

For a trip on the highway, the emergency braking parameters BK, BT, BD, WD are correspondingly between those for a city trip and a highway ride.

Therefore, the ISO standard is observed in an autonomous emergency braking and also kept the number of false warnings low:
For the determination of the collision probability P takes place for the currently present traffic situation VS, ie it is taken into account the possibility, with the ISO standard compliant emergency braking parameters BK, BT, BD, WD z. B. during a city trip to a stationary standing vehicle 16.1 . 16.2 to react with an autonomous emergency braking and thereby the risk of a serious accident as well as the endangerment of the following vehicles 12 to minimize. Since there are other risk assessments and other hazard potentials in city traffic than on a motorway, incorrect coordination of the emergency brake parameters BK, BT, BD, WD can lead to false warnings or false braking since emergency brake parameters BK, BT, BD, WD are assumed not the current traffic situation VS correspond, for example, too low braking forces BK, which lead to unnecessarily long braking distances in city traffic.

The determination of the traffic situation VS as well as the determination of the emergency brake parameters BK, BT, BD, WD take place in the emergency brake control unit 7 instead, wherein for determining the traffic situation VS to the sensor signals S2 of the environment detection system 8th is used. The emergency brake control unit 7 then judges on the basis of how high the collision probability P is, in order then if necessary to output a corresponding emergency brake signal S1.

The emergency brake parameters BK, BT, BD, WD are also chosen in such a way depending on the traffic situation VS that a type test according to 347/2012 / EC is maintained, ie it is first issued a warning signal S3 and this is followed by a braking phase in which the vehicle speed vFzg is reduced.

The process according to the invention can be carried out, for example, as follows:
In an initial step St0, the emergency brake system becomes 6 initialized, for example when starting the vehicle 1 , In a first step St1 are from the environment detection system 8th objects 10.i . 16.i detected in the angular range B and their relative position, ie their distance Aj, angle ω.j and relative speed vr.j relative to the own vehicle 1 via the sensor signal S2 to the emergency brake control unit 7 transmitted.

In the following, the collision probability P between the own vehicle 1 and the detected objects 10.i . 16.i determined. For this purpose, the traffic situation VS is first analyzed in a second step St2 by the dynamic driving behavior of the own vehicle 1 and the detected objects 10.i . 16.i is derived from the sensor signals S2. Depending on the prevailing speed vFzg, vO.j of your own vehicle 1 and the detected objects 10.i . 16.i and possibly the predicted motion paths 13 . 14.j the traffic situation VS is divided into, for example, a city trip, overland travel or highway travel.

In a third step St3 are the braking behavior of your own vehicle 1 during an autonomous emergency braking predetermining emergency brake parameters BK, BT, BD, WD set depending on the traffic situation VS. The emergency brake parameters BK, BT, BD, WD can hereby change several times during a journey, for example during a transition from a motorway journey to a city trip.

In a fourth step St4, the collision probability P is evaluated, wherein in an optional step St4.1 additionally a predicted movement path 13 of your own vehicle 1 can be considered to estimate whether the vehicle 1 a detected object 10.i . 16.i can still dodge. In a concluding fifth step St5, depending on the probability of collision P, an emergency brake signal S1 is output, which is stored in the brake control unit 3 is converted into a warning signal S3 or autonomous braking.

LIST OF REFERENCE NUMBERS

1

vehicle

2

braking system

3

Brake control unit

4

service brakes

5

bikes

6

emergency braking system

7

Emergency braking system control unit

8th

Environment acquisition system

8.1

Sensor, radar sensor, LIDAR sensor

9

electromagnetic radiation

9a

reflected electromagnetic radiation

10.i

moving objects (moving object)

11

roadway

11a

own lane

11b

adjacent lane

11c

oncoming lane

12

following vehicle

13

predicted motion path vehicle 1

14.j

predicted motion path object 10.i . 16.i

15

warning device

16.i

standing objects (stationary object)

A.J.

distance

B

angle range

BK

braking force

BT

Braking time

BD

braking time

F

direction of travel

P

probability of collision

S1

Emergency braking signals

S2

Sensor signals

S3

warning

tR

reaction time

U

environment

vFzg

vehicle speed

vO.j

Object-speed

vr.j

relative speed

VS

traffic situation

ω.j

angle

WD

warning time

St1, St2, St3, St4, St4.1, St5

Steps of the procedure

QUOTES INCLUDE IN THE DESCRIPTION

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

Cited patent literature

• DE 102008023381 A1 [0006]
• DE 102011014083 A1 [0007]

Cited non-patent literature

• ISO standard ISO 26262 [0003]
• ISO standard ISO 26262 [0015]
• ISO standard ISO 26262 [0036]
• 347/2012 / EC [0046]

Claims (12)

Method for determining an emergency braking situation of a vehicle ( 1 ), in particular utility vehicle, with at least the following steps: - detecting moving objects ( 10.i , i = 1, 2, 3) and / or stationary objects ( 16.i , i = 1, 2, 3) in an environment (U) of the vehicle ( 1 ) (St1); Determining a collision probability (P) between the own vehicle and the detected object ( 10.i . 16.i ) as a function of a currently present traffic situation (VS) (St2), whereby emergency braking parameters (BK, BT, BD, WD) coordinated with the traffic situation (VS) are taken into account, the emergency braking parameters (BK, BT, BD, WD) the braking behavior of the own vehicle ( 1 ) specify during an autonomous emergency braking (St3, St4); and outputting an emergency brake signal (S1) as a function of the collision probability (P) for initiating an autonomous emergency braking and / or for outputting a warning signal (S3) to the driver (St5), characterized in that the traffic situation (VS) consists of a dynamic driving behavior (vFzg, vO.j, 13 . 14.j ) of the own vehicle ( 1 ) and / or the detected objects ( 10.i . 16.i ), the dynamic driving behavior (vFzg, vO.j, 13 . 14.j ) an actual and / or a predicated movement of the own vehicle ( 1 ) and / or the detected objects ( 10.i . 16.i Characterized. A method according to claim 1, characterized in that for determining the collision probability (P) as a traffic situation-dependent emergency brake parameters, a braking force (BK) and / or a braking time (BT) and / or a braking time (BD) and / or a warning period (WD) be included. A method according to claim 2, characterized in that - in a recognized as a city traffic situation (VS), the braking force (BK) is set higher than in a recognized as highway driving traffic situation, and / or - in a recognized as city driving situation (VS) the braking time (BT) is selected later than in a traffic situation (VS) recognized as highway driving, and / or - in a traffic situation (VS) recognized as city driving, the braking duration (BD) is selected shorter than in a traffic situation (VS) recognized as highway driving and / / or - in a traffic situation (VS) recognized as city driving, the warning duration (WD) is selected to be shorter than in a traffic situation (VS) recognized as highway driving ... Method according to one of the preceding claims, characterized in that the emergency braking parameters (BK, BT, BD, WD) are additionally determined as a function of a risk assessment and hazard analysis coordinated with the respective traffic situation (VS) for the traffic situation-dependent adaptation of the braking behavior to the ISO Standard ISO 26262. Method according to one of the preceding claims, characterized in that the current traffic situation (VS) as a function of a vehicle speed (vFzg) of the own vehicle (VS) 1 ) is determined. Method according to one of the preceding claims, characterized in that the current traffic situation (VS) as a function of an object speed (vO.j) of the detected objects ( 10.i . 16.i ) is determined. Method according to one of the preceding claims, characterized in that the current traffic situation (VS) in dependence on predicted movement paths ( 13 . 14.j ) of the own vehicle ( 1 ) and / or the detected objects ( 10.i . 16.i ) is determined. Method according to one of the preceding claims, characterized in that the dynamic driving behavior (vFzg, vO.j, 13 . 14.j ) of the own vehicle ( 1 ) and / or the detected object ( 10.i . 16.i ) is detected over a period (dt) for determining a movement profile characterizing the traffic situation (VS). Method according to one of the preceding claims, characterized in that for detecting the objects ( 10.i . 16.i ) in the environment (U) an environment detection system ( 8th ) is used, wherein the environment detection system ( 8th ) the objects ( 10.i . 16.i ) is detected in an angular range (B). Method according to claim 9, characterized in that the environment detection system ( 8th ) a sensor ( 8.1 ) for receiving reflected electromagnetic radiation ( 9a ) and the sensor ( 8.1 ) based on the reflected electromagnetic radiation ( 9a ) an angle (ω.j), a distance (Aj) and / or a relative speed (vR.j) to the respective detected object ( 10.i . 16.i ) certainly. Emergency braking system ( 6 ), in particular for carrying out the method according to one of the preceding claims, wherein the emergency braking system ( 6 ) Sensor signals (S2) of an environmental detection system ( 8th ), whereby the environment detection system ( 8th ) the objects ( 10.i . 16.i ) in the angular range (B) and information (Aj, ω.j, vr.j) with respect to the respective object ( 10.i . 16.i ) via the sensor signals (S2) to the emergency braking system ( 6 ), whereby the emergency braking system ( 6 ) an emergency brake control unit ( 7 ), which is formed on the basis of the sensor signals (S2) a collision probability (P) for the own vehicle ( 1 ) with the respective detected object ( 10.i . 16.i ), wherein the collision probability (P) is dependent on the currently available traffic situation (VS), the current traffic situation (VS) being determined on the basis of the dynamic driving behavior (vFzg, vO.j, 13 . 14.j ) of the vehicle ( 1 ) and / or the detected objects ( 10.i . 16.i ) is determinable. Vehicle ( 1 ), in particular commercial vehicle, with an emergency braking system ( 6 ) according to claim 11, in particular for carrying out the method according to one of claims 1 to 10.

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