DE102016205152A1 - Driver assistance system for assisting a driver in driving a vehicle - Google Patents

Driver assistance system for assisting a driver in driving a vehicle

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Publication number
DE102016205152A1
DE102016205152A1 DE102016205152.0A DE102016205152A DE102016205152A1 DE 102016205152 A1 DE102016205152 A1 DE 102016205152A1 DE 102016205152 A DE102016205152 A DE 102016205152A DE 102016205152 A1 DE102016205152 A1 DE 102016205152A1
Authority
DE
Germany
Prior art keywords
vehicle
driving
assistance system
driver assistance
data
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
DE102016205152.0A
Other languages
German (de)
Inventor
Peter Schöggl
Jürgen Holzinger
Uwe Grebe
Mario Oswald
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
AVL List GmbH
Original Assignee
AVL List GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by AVL List GmbH filed Critical AVL List GmbH
Priority to DE102016205152.0A priority Critical patent/DE102016205152A1/en
Publication of DE102016205152A1 publication Critical patent/DE102016205152A1/en
Application status is Pending legal-status Critical

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Classifications

    • GPHYSICS
    • G08SIGNALLING
    • G08GTRAFFIC CONTROL SYSTEMS
    • G08G1/00Traffic control systems for road vehicles
    • G08G1/09Arrangements for giving variable traffic instructions
    • G08G1/0962Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/09626Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages where the origin of the information is within the own vehicle, e.g. a local storage device, digital map
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/10Path keeping
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097Predicting future conditions
    • GPHYSICS
    • G06COMPUTING; CALCULATING; COUNTING
    • G06KRECOGNITION OF DATA; PRESENTATION OF DATA; RECORD CARRIERS; HANDLING RECORD CARRIERS
    • G06K9/00Methods or arrangements for reading or recognising printed or written characters or for recognising patterns, e.g. fingerprints
    • G06K9/00624Recognising scenes, i.e. recognition of a whole field of perception; recognising scene-specific objects
    • G06K9/00791Recognising scenes perceived from the perspective of a land vehicle, e.g. recognising lanes, obstacles or traffic signs on road scenes
    • GPHYSICS
    • G08SIGNALLING
    • G08GTRAFFIC CONTROL SYSTEMS
    • G08G1/00Traffic control systems for road vehicles
    • G08G1/09Arrangements for giving variable traffic instructions
    • G08G1/0962Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096708Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control
    • G08G1/096725Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control where the received information generates an automatic action on the vehicle control
    • GPHYSICS
    • G08SIGNALLING
    • G08GTRAFFIC CONTROL SYSTEMS
    • G08G1/00Traffic control systems for road vehicles
    • G08G1/09Arrangements for giving variable traffic instructions
    • G08G1/0962Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096775Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is a central station
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2550/00Input parameters relating to exterior conditions
    • B60W2550/12Ambient conditions, e.g. wind or rain
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2550/00Input parameters relating to exterior conditions
    • B60W2550/14Road conditions, road types or road features
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2550/00Input parameters relating to exterior conditions
    • B60W2550/20Traffic related input parameters
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2550/00Input parameters relating to exterior conditions
    • B60W2550/20Traffic related input parameters
    • B60W2550/30Distance or speed relative to other vehicles

Abstract

The invention relates to a driver assistance system for assisting a driver in driving a vehicle, wherein the driver assistance system preferably has at least one sensor which is set up to detect a driving situation of a vehicle at least partially and at least one first data interface for reading in traffic data of a route ahead. Furthermore, the driver assistance system preferably comprises at least one second data interface for reading in roadway data, in particular topography and / or roadway course of a preceding roadway section and / or a preceding roadway section. A predictive module of the driver assistance system is preferably configured to dynamically simulate at least one future driving scenario based on the current driving situation, the traffic data, and the roadway data, and dynamically simulate and output possible trajectories of the vehicle based on the at least one future driving scenario. An optimization module of the driver assistance system is preferably set up to select and output one of the possible trajectories based on at least one predetermined boundary condition characterizing a driving style attribute of the driver assistance system and a control module is preferably connected to the longitudinal system, the braking system and / or the drive system of the vehicle in FIG Way connected to guide the vehicle based on the selected trajectory.

Description

  • The invention relates to a driver assistance system for assisting a driver in driving a vehicle, which has at least one sensor that is configured to at least partially detect the vehicle. Furthermore, the driver assistance system has at least one first data interface for reading in traffic data of a preceding route and a second data interface for reading in roadway data of a preceding and / or preceding roadway section. A control module, which is connected to the steering system, the brake system and / or the drive system of the vehicle, serves to guide the vehicle.
  • The invention also relates to a corresponding method for assisting a driver.
  • From the prior art, a variety of different sensor systems for detecting the environment of a vehicle is known. By means of these sensor systems, it is possible, for example, to detect lane boundaries in traffic or to determine the distance to a vehicle in front and thus a relative position of the vehicle in front. Also, by means of the known sensor systems, a relative speed to the vehicle in front can be determined.
  • Based on this information collected by the sensor systems, vehicles can be operated in automated modes of operation. In these modes of operation, in particular in a highly automated or fully automated operating mode, the driver is partially or even completely removed from driving the vehicle.
  • A highly automated vehicle here is a vehicle in which a driver assistance system takes over the lateral and longitudinal guidance for a certain period of time and / or in specific situations, whereby the driver does not monitor the system, but is prompted to drive the vehicle with sufficient reserve of time if necessary , Limits of the driver assistance system are preferably detected by the driver himself. In particular, however, the driver assistance system is not able to bring about the risk-minimum state from every starting situation.
  • A fully automated vehicle here is a vehicle in which a driver assistance system takes over the lateral and longitudinal guidance completely in a defined application, the driver does not have to monitor the driver assistance system. Before leaving the application, the driver assistance system requests the driver, preferably with sufficient time reserve, to take over the guidance of the vehicle. If this is not the case, the driver assistance system is preferably returned to the minimum risk state. Limits of the driver assistance system are preferably recognized by the driver assistance system itself. The driver assistance system is preferably able, even in all situations, to bring about a risk minimum state.
  • Driver assistance systems for highly automated or fully automated vehicles combine a variety of functions, such as lane departure warning, lane change assistant, lane change assistance, traffic sign recognition, emergency braking system, emergency stop system, adaptive cruise control, etc., to perform a transverse and longitudinal guidance reliably.
  • The publication EP 2 942 765 A1 relates to a system for assisting a driver of a vehicle in potential lane change operations. The method performed by the system includes the steps of generating sensor data by at least one sensor physically sensing the environment of the vehicle, predicting the future motion behavior of at least one detected vehicle, and determining whether a gap is on an adjacent lane of the vehicle exist. If a neighboring lane of the vehicle is more suitable for the predicted motion behavior, a recommendation is made regarding the feasibility of lane change of the vehicle to this more appropriate lane, the result of determining the presence of a gap and the future motion behavior of the at least one detected vehicle be combined. Based on this recommendation information, a notification is issued to the driver of the vehicle when lane change is feasible.
  • The publication WO 2013/138000 A1 relates to a method for operating a vehicle in an autonomous mode. The method includes the steps of: determining, using a computer system, a current state of a vehicle, the vehicle configured to operate in an autonomous mode; Determining, using the computer system, a current state of the environment of the vehicle, the environment of the vehicle having at least one other vehicle; Determining, using the computer system, a predicted behavior of the at least one other vehicle based on the at least one current state of the vehicle and the current state of the environment of the vehicle; Determining, using the computer system, a confidence level where the confidence level is a The probability includes the at least one other vehicle performing the predicted behavior, and wherein the confidence level depends at least on the predicted behavior, the current state of the vehicle, and the current state of the environment of the vehicle; and controlling, using the computer system, the vehicle in the autonomous mode based on the predicted behavior, the confidence level, the current state of the vehicle, and the current state of the environment of the vehicle.
  • The publication US 9,248,843 B1 relates to a computer-implemented method for detecting and reacting to objects in the vicinity of a vehicle. An object can be identified in the surroundings of the vehicle, the object having a direction of movement and a location. A set of possible actions may be generated for the object using map information describing the environment of the vehicle and the direction of movement and location of the object. A set of possible future trajectories of the object is generated based on the possible actions, and a probability value of each trajectory of the set of possible future trajectories is determined based on context information including a status of the detected object. A final future trajectory is determined based on the determined probability values for each trajectory of the set of possible future trajectories. The vehicle is then manipulated in such a way as to avoid the final future trajectory and the object.
  • The publication WO 2015/032508 A1 relates to a method for optimizing a driver assistance system, which comprises the steps of: determining at least one driver assistance system A to be optimized; Determining at least one vehicle parameter function that characterizes an operating condition of a vehicle and at least one environmental parameter function that characterizes the environment of the vehicle; Calculating at least one driving situation score function that characterizes a driving situation of the vehicle, based at least on the at least one vehicle parameter function and / or at least one environment parameter function, calculating at least one control engagement score function characterizing the activity of the driver assistance system A; Calculating a correction function that depends on the at least one driving situation score function and characterizes a subjective perception of the driving situation by at least one vehicle occupant, based at least on the at least one control engagement score function and based on the at least one vehicle parameter function and / or the at least one environmental parameter function.
  • The publication DE 10 2014 208 311 A1 relates to a driver assistance system with an operating mode for fully automated vehicle guidance of a motor vehicle, wherein the fully automated vehicle guidance is individualized by being adapted to the individual needs of a vehicle driver.
  • The publication DE 10 2006 039 583 A1 relates to a driver assistance system with assistance functions that can be determined by parameters, wherein the driver assistance system is adaptively designed by means of variable parameters. It is an object of the invention to provide an improved driver assistance system and method for assisting a driver in driving a vehicle. In particular, it is an object of the invention to improve a subjective perception of the driver with respect to the guidance of the vehicle by the driver assistance system.
  • This object is achieved by a driver assistance system and a method for assisting a driver in driving a vehicle according to the independent claims. Advantageous embodiments are the subject of the dependent claims. The teaching of the claims is expressly made a part of the description.
  • A first aspect of the invention relates to a driver assistance system for assisting a driver in driving a vehicle, wherein the driver assistance system preferably has at least one sensor which is set up to at least partially detect a driving situation of a vehicle and at least one first data interface for reading in traffic data of a preceding route , Furthermore, the driver assistance system preferably comprises at least one second data interface for reading in roadway data, in particular topography and / or roadway course of a preceding roadway section and / or a preceding roadway section. A predictive module of the driver assistance system is preferably configured to dynamically simulate at least one future driving scenario based on the current driving situation, the traffic data, and the roadway data, and dynamically simulate and output possible trajectories of the vehicle based on the at least one future driving scenario. An optimization module of the driver assistance system is preferably set up to use one of the possible trajectories based on at least one predetermined boundary condition, which characterizes a driving style attribute of the driver assistance system and a control module is preferably connected to the longitudinal system, the braking system and / or the drive system of the vehicle in such a way as to guide the vehicle based on the selected trajectory.
  • A second aspect of the invention relates to a driver assistance system for assisting a driver in driving a vehicle, which preferably has at least one sensor which is set up to at least partially detect a driving situation of the vehicle and at least one first data interface for reading in traffic data of a preceding route , Furthermore, the driver assistance system preferably has a second data interface for reading in road data, in particular topography and / or road course, of a preceding roadway section and / or of a preceding roadway section. A prediction module of the driver assistance system is preferably set up to dynamically simulate and output at least one future driving scenario from the current driving situation, the traffic data and the roadway data. An optimization module of the driver system is preferably configured to calculate and output a trajectory of the vehicle based on the at least one future driving scenario and at least one predetermined constraint characterizing a driving style attribute of the driver assistance system, and a control module is connected to the steering system, the braking system, and / or the drive system of the vehicle connected in such a way to guide the vehicle based on the calculated trajectory.
  • A third aspect of the invention relates to a method for assisting a driver when driving a vehicle, which preferably has the following working steps:
    • - detecting at least one input parameter by which a current driving scenario in which the vehicle is located is characterized;
    • Guiding the vehicle by a driver assistance system, in particular based on the current driving scenario;
    • Dynamically simulating, in parallel with guiding the vehicle, at least one future driving scenario based on the current driving scenario and simulating possible trajectories of the vehicle based on the at least one future driving scenario; and
    • - Selecting one of the possible trajectories based on at least one predetermined boundary condition, which characterizes a driving style attribute of the driver assistance system, wherein the selected trajectory forms the basis for further guiding the vehicle.
  • A fourth aspect of the invention relates to a method for assisting a driver in driving a vehicle, which preferably has the following working steps:
    • - detecting at least one input parameter by which a current driving scenario in which the vehicle is located is characterized;
    • Guiding the vehicle by a driver assistance system, in particular based on the current driving scenario;
    • - dynamically simulating, in parallel with guiding the vehicle, at least one future driving scenario based on the current driving scenario; and
    • Calculating a trajectory of the vehicle based on the at least one future driving scenario and at least one predetermined constraint characterizing a driving style attribute of the driver assistance system, wherein the calculated trajectory forms the basis for further guiding the vehicle.
  • Output within the meaning of the invention means providing data to a further operation or another module. Output is in particular via an interface.
  • Traffic data in the sense of the invention relate to the absolute and / or relative position of other road users to the vehicle as well as context information relating to these positions. For example, it can be concluded from the positions on a traffic density and thus, for example, on an expected traffic incident. Furthermore, traffic data may also include the speed and / or acceleration of the other road users as well as environmental data, for example about the weather, in a route area that is relevant for the vehicle.
  • A driver assistance system according to the invention enables highly automated or fully automated driving of the vehicle.
  • A driving situation within the meaning of the invention includes information about the state of the vehicle, in particular longitudinal speed, lateral speed, longitudinal acceleration, lateral acceleration, steering angle, throttle position, lane, and the condition of the road users in the immediate vicinity of the vehicle, ie those road users, which from the perspective of Drivers are theoretically perceptible, especially visible, are. A driving situation Here, in particular, is a state consideration at a time. Therefore, at different times, different driving scenarios are preferably present according to the invention, even if the constellation of other road users around the vehicle does not change at the different times.
  • A driving scenario in the sense of the invention describes an interaction of a vehicle with its surroundings. In particular, the driving scenario includes information about the driving situation. Preferably, the driving scenario further comprises information about traffic, weather and / or road data on the road section relating to the vehicle. A driving scenario is preferably a holistic view of a plurality, in particular of all parameters relevant to the movement of the vehicle. A driving scenario here is in particular a state consideration at a time. Therefore, at different times, different driving scenarios are preferably present according to the invention, even if the constellation of other road users around the vehicle does not change at the different times.
  • A control parameter in the context of the invention is an adjustment of a manipulated variable on the vehicle, which serves to control the driving operation. Adjustment parameters are, in particular, the throttle or accelerator pedal position, a brake pressure or brake signal, a gear selection, etc.
  • Lane data within the meaning of the invention have at least information about the topography of a section of road ahead. Roadway data preferably also contains information about the roadway course of the respective road section.
  • A module in the sense of the invention is a component of a computer system. In this case, a module can be embodied in particular as hardware and / or software.
  • A trajectory in the context of the invention is the time course of the movement of a physical body, in particular of a vehicle or other road user.
  • Driving style in the sense of the invention is the way in which a vehicle is guided. A driving style is characterized by the behavior of the vehicle driver or a vehicle-guiding driver assistance system in different driving scenarios.
  • Preferably, these are behaviors that relate to driving scenarios in which the driver must make changes to the vehicle state, for example, the initiation of an overtaking process, a lane change, etc.
  • Control data in the sense of the invention are data which can be used to control a vehicle. The control data comprise at least one assignment rule, in particular a function or table which specifies the at least one boundary condition.
  • A boundary condition preferably relates to at least one constellation of at least input parameters to which values of setting parameters and / or body parameters are assigned. The values of the adjustment parameters and / or body parameters here contain information about the subjective perception of the occupant and / or their likely behavior in relation to a driving scenario.
  • A driving style attribute in the sense of the invention is suitable for characterizing the subjective perception of a driver or a driver group in relation to the driving style of a driver assistance system. Driving style attributes are in particular the driving time, i. the speed with which the driver assistance system attempts to cover a distance, a sensed, i. subjectively perceived, safety, perceived efficiency, driving dynamics and driveability, i. a subjective perception of the driving behavior of the vehicle in response to actions by the driver assistance system. Further driving style attributes are preferably those characteristics which do not produce a subjective perception or impression in the driver, but at whose objective values the driver can be interested. These include, for example, the emission as well as the actual energy consumption.
  • The invention is based in particular on the recognition that the evaluation of a driver assistance system in automated or fully automated driving of a vehicle in the future will depend to a very significant degree on how the subjective perception of the driver fails in the driving actions of the driver assistance system. Therefore, when defining a destination by the driver assistance system, it is advantageous not only to consider legal requirements such as speed limitation, overtaking prohibition, etc., and safety aspects to avoid accidents, but also to consider one or more constraints that are relevant to the driving experience of a vehicle occupant and / or a final assessment of a distance traveled by the driver assistance system is crucial. This is ensured according to the invention by the inclusion of boundary conditions which relate to at least one driving style attribute.
  • Another insight that has flowed into the invention is that Driver assistance systems are able by the possibility of digital information processing, in the planning of the trajectory of the vehicle, as opposed to the driver, to include information that go far beyond the current driving situation. By exchanging data with other vehicles (car-to-car) or with the infrastructure (car-to-infrastructure) as well as using topographical data and road-course data, predictions can be made about future driving scenarios. According to the invention, these future driving scenarios are simulated dynamically, preferably in real time. On the basis of these future driving scenarios, all possible trajectories which the driver assistance system could calculate are calculated, preferably taking account of physical, legal and safety specifications. From these possible trajectories, that trajectory is then selected on the basis of boundary conditions which best meets the driving style of the driver or a group of drivers, so that a positive evaluation of the driver is to be expected. These boundary conditions are preferably stored in the form of driving style attributes in the driver assistance system. Alternatively, an optimal trajectory can be calculated directly taking into account the boundary conditions.
  • It should be noted here that the driver assistance system generally has more information than the occupants of the vehicle, especially as the driver. Knowing the topography or even the traffic density or braking an invisible vehicle, the vehicle can select a trajectory which has been optimized with regard to safety or energy efficiency. Since the driver does not have this information and is normally not able to process an amount of parallel information corresponding to the driver assistance system, such a driving style of the driver assistance system optimized according to purely objective criteria can lead to uncertainty or dissatisfaction on the part of the driver. because he can not understand these decisions of the driver assistance system.
  • Against this background, the invention proposes to consider driving style attributes in the selection or calculation of a planned trajectory in order to adapt an ideal trajectory according to objective criteria to the human expectation.
  • By combining the dynamic simulation of traffic for a predictive driving of the driver assistance system in conjunction with the consideration of constraints that characterize driving style attributes, the highly automated or fully automated driving of the vehicle can be simultaneously optimized both in terms of objective and subjective criteria.
  • In an advantageous embodiment of the driver assistance system according to the invention, the second data interface is connected to a first data memory on which the roadway data are stored.
  • In a further advantageous embodiment of the driver assistance system according to the invention, the second data interface is set up in order to obtain the traffic data of a route ahead via a data connection from a central server and / or from preceding road users. In this embodiment form, the prediction module can simulate a particularly precise simulation of future driving scenarios, since data is available in the vehicle about sections of road that the vehicle will reach in the immediate future.
  • In a further advantageous embodiment, the driver assistance system has a driving style selector module which is set up to detect a selection relating to the driving style attribute, in particular an indication of a value range for the driving style attribute. If a vehicle is operated in a highly automated or fully automated manner, it is not possible for a driver assistance system to learn the driving style of a vehicle occupant or driver. Therefore, according to the invention, a driving style selector module is provided, in which the driver of the vehicle can enter via a user interface what expectations he has with respect to various criteria on the vehicle. From this, the boundary conditions are derived.
  • In a further advantageous, alternative embodiment of the driver assistance system according to the invention, the latter has a driving style selector module, wherein the driving style selector module has a second data memory and is set up to track driving situation data, traffic data and roadway data which at least partially characterize a driving scenario, and data from at least one actuating parameter the vehicle, wherein the driving style selector module is arranged to store values of the at least one adjusting parameter and the sensor data in the second data memory and at least establish a boundary condition with respect to the at least one adjusting parameter in dependence of the stored data. Alternatively or in addition to an input via a user interface, the driving style selector module can therefore provide that the driving style or the driving habits of the occupant or driver are learned by the driver assistance system, in particular via a correlation analysis.
  • In a further advantageous embodiment of the driver assistance system according to the invention, the at least one boundary condition characterizes a, in particular a single, driving style attribute from the following group: driving time, emission, energy consumption, perceived efficiency, perceived safety, driving dynamics, drivability.
  • The features and advantages described above in relation to the first and second aspects of the invention and its advantageous embodiments also apply to the third and fourth aspects of the invention and its advantageous embodiments and vice versa.
  • In an advantageous embodiment of the method according to the invention, the latter has the operating step of evaluating a traveled trajectory of the vehicle and / or at least one past driving scenario, the result of the evaluating entering into a definition of the at least one boundary condition, in particular a deviation from the driving style attribute to correct. By this function, a self-learning mechanism is implemented according to the invention, which allows a continuous improvement of the simulation for the calculation of an optimal trajectory. The resulting control loop corresponds to a type of model-based optimization by which the driver assistance system automatically adapts its driving style to a new vehicle or changes to the vehicle, for example different payloads.
  • In a further advantageous embodiment of the method according to the invention, the method comprises the steps of calculating at least one characteristic value, which characterizes travel time, emission, energy consumption, safety, performance and / or driveability of the selected or calculated trajectory, on the basis of the evaluation. As a result, this characteristic value is output. On the basis of the characteristic value, a performance of the driver assistance system, for example by comparison with reference values, can be evaluated.
  • In a further advantageous embodiment of the method according to the invention, a drive control and / or at least one vehicle control, in particular steering control, brake control and / or suspension are adapted on the basis of the at least one future driving scenario and / or the selected calculated trajectory. As a result, the vehicle can be optimally adapted to the track conditions. For example, bumps or potholes can be anticipated and compensated in this way.
  • In a further advantageous embodiment of the method according to the invention, the at least one future driving scenario and / or at least one past driving scenario has information that is captured by infrastructure and / or other, in particular preceding or following, road users.
  • In a further advantageous embodiment of the method according to the invention, the at least one future driving scenario and / or at least one past driving scenario has information about a preceding driving section and the preceding roadway section and / or traffic information about a route lying ahead.
  • In a further advantageous embodiment of the method according to the invention, the at least one future driving scenario and / or at least one past driving scenario has information about absolute positions, relative positions, speed and / or acceleration of the vehicle and other, in particular preceding or following road users and / or weather in the area of the vehicle and in the area of other, in particular preceding or following, road users.
  • In a further advantageous embodiment of the method according to the invention, the at least one boundary condition characterizes a, in particular a single, driving style attribute from the following group: vehicle, emission, perceived energy consumption, objective energy consumption, perceived safety, driving dynamics, drivability.
  • In a further advantageous embodiment of the method according to the invention, the at least one boundary condition recreates a driving style of the driver or of a driver group.
  • In a further advantageous embodiment of the method according to the invention, the at least one boundary condition recreates an adapted driving style of the driver or a group of drivers, which reflects the different sensation of the driver or a group of drivers between automatic guidance and manual guidance of the vehicle. Depending on risk affinity and technical confidence, different occupants or different drivers of a driver assistance system expect a driving style that differs from the individual driving style of the driver or the occupant. Thus, drivers who are sensitive to the risk or inmates can expect that a driver assistance system will spread out physical limits more than the driver would expect for himself, for example because of a lack of driving experience. This function of the invention is in particular before It is important to note that drivers' own driving experience due to manual driving is likely to decline sharply in the future.
  • In a further advantageous embodiment of the method according to the invention, several boundary conditions are considered whose driving style attributes are weighted differently. As a result, some driving style attributes can be disproportionately considered in the optimization and other driving style attributes disproportionately considered.
  • In a further advantageous embodiment of the method according to the invention, the selection or calculation takes place on the basis of a cost function (in which the at least one boundary condition is received).
  • In a further advantageous embodiment of the method according to the invention, for determining the at least one boundary condition during a training phase, the latter also comprises the following steps: recording values of at least one control parameter for guiding the vehicle and values of at least one input parameter which at least partially characterizes a driving scenario; and establishing at least one constraint for adjusting the at least one adjustment parameter in response to the at least one input parameter based on the sensed values.
  • In a further advantageous embodiment of the method according to the invention, the simulation takes place in real time, in particular on the basis of real-time data of the present driving scenario.
  • In a further advantageous embodiment of the method according to the invention, the simulation is carried out periodically, preferably with a periodicity of about one second to about 10 minutes, preferably from about 10 seconds to about one minute, and most preferably about one second, about 10 seconds or about one Minute.
  • In a further advantageous embodiment of the method according to the invention, the simulating covers a future period of about one second to about 10 minutes, preferably even about 10 seconds to about one minute, and most preferably about one second, about 10 seconds or about one minute ,
  • Other features, advantages and applications of the invention will become apparent from the following description of exemplary embodiments in conjunction with the figures. It shows at least partially schematically:
  • 1 a vehicle with a driver assistance system according to the invention;
  • 2 a flowchart illustrating a possible flow of a method according to the invention;
  • 3 a representation of a first example of a driving scenario from a bird's eye view;
  • 4 a representation of a second example of a driving scenario from a bird's eye view;
  • 5 a further illustration of the first example of a driving scenario after 3 from a side plan view;
  • 6 a bird's-eye view of a third driving scenario; and
  • 7 a representation of a fourth example of a driving scenario from a bird's eye view.
  • 1 shows a vehicle 2 with an embodiment of the driver assistance system according to the invention 1 , The driver assistance system 1 has several sensors 3a - 3d on, and in the in 1 As shown, these are a rear-facing camera 3a , a forward facing camera 3b , a forward-looking radar system 3d and a rear-facing radar system 3c , The data collected by the individual sensors is preferably wirelessly or wired to a prediction module 6 of the driver assistance system 1 transfer. Further elements of the driver assistance system 1 are a first data interface 4 , which, for example via a mobile radio transmitter branch, a data connection to an infrastructure, in particular a central traffic server 12 , can record and a second data interface 5 , which preferably with a second data memory 11 is connected via a data connection, in which further preferably lane data are stored. About the first data interface 4 , which is preferably designed as a radio interface, can thus traffic data on the infrastructure, such as the data server 12 or traffic data directly from other road users 13a - 13g received and / or retrieved. Via the second data interface 5 may track data, in particular topography, road layout, references to the infrastructure, etc. of a relevant road section in the driver assistance system 1 read in and processed there. The second data interface can in principle be designed as a radio interface and the roadway data from the data server 12 or another source.
  • Additionally or alternatively to the sensors 3a - 3d a variety of other sensors are possible, such as ultrasonic and / or lidar sensors.
  • By means of the sensors, the driving situation of the vehicle can be monitored in traffic. Thus, for example, the proximity of the vehicle, for example when parking can be monitored with an ultrasonic sensor and with a radar system, the distance and the relative speed, in particular acceleration, to other vehicles in the field of view of the vehicle 2 be determined. With a lidar sensor you can place objects in the surroundings of the vehicle 2 and also distances to other vehicles are detected and with the camera the lane and traffic signs or objects in the vicinity of the vehicle 2 be recognized and possibly even identified.
  • The driver assistance system 1 This is preferably formed in the manner to the vehicle 2 highly automated or even fully automated. For this purpose, the information relevant to the driver assistance system is primarily relevant 1 with its sensors installed in the vehicle 3a - 3d (on-board). This is especially important when the driver assistance system 1 no data connection to the central data server 12 , other infrastructure or other road users 13a - 13g has, as the driver assistance system 1 the vehicle 2 autonomous in this case, ensuring maximum safety for the vehicle 2 and whose inmates must lead.
  • Be in addition to the information of the driver assistance system 1 associated sensors 3a - 3d Data is collected from the infrastructure or other road users 13a - 13g , in particular preceding road users, are transmitted, so the driver assistance system 1 realize an even more forward-looking driving style, as this invention alone with the data of the driver's own sensors 3a - 3d is possible.
  • The driver assistance system 1 according to 1 also has a prediction module 6 which is set up to simulate future driving scenarios on the basis of a current driving scenario and / or past driving scenarios. Furthermore, go into the simulation of the prediction module 6 Traffic data and lane data as well as data on the weather at the location of the vehicle 2 or another location on a relevant section of the route.
  • Based on the future driving scenario, the predictive module will subsequently be used 6 simulated a variety of possible trajectories of the vehicle. These are sent to an optimization module 7 which in turn is one of the trajectories 10a . 10b can choose as ideal trajectories. This type of simulation can be visualized as a view into the crystal ball, ie a foreseeing of a highly probable driving scenario or such a driving situation. For example, a sequence of startup and deceleration in a traffic jam more generally known as the concertina effect, as well as the propagation of this concertina effect through the jam, and the trajectory of one's own vehicle, can be predicted 1 be intelligently adapted to this development.
  • A control module of the driver assistance system is in particular via a data connection with the controls of the steering system, the brake system and / or the drive system of the vehicle 2 connected to the corresponding trajectories 10a . 10b . 10c perform.
  • This in 1 illustrated driver assistance system 1 further includes a driving style selector module 14 on. This driving style selector module 14 is used in particular to detect an indication of the driver or the occupants in relation to their desired driving style of the driver assistance system. The driving style selector module 14 Therefore, in particular has a user interface, eg a touch-sensitive display. Alternatively or additionally, it may also be provided that the user interface is a mobile telephone or other electronic device which is connected to the driver assistance system via a data connection 1 can be connected is used. Preferably, the driving style selector module 14 adapted to independently generate driving style attributes related to its driving style during manual driving by a driver or during automated driving. For this, the driving style selector module 14 on driving situation data, traffic data and road data, which characterize a driving scenario at least partially access. Furthermore, the driving style selector module 14 to data related to at least one adjustment parameter for guiding the vehicle 2 access. Value constellations of the driving scenarios to the control parameters are preferably in a second data memory 15 , which is the driving style selector module 14 stored: In this way, the driving style selector module 14 Boundary conditions which result in driving style attributes of the driver assistance system 1 characterize, create. In the second data store 15 Thus, correlations between different driving scenarios and corresponding constellations of actuating parameter values are stored, which can be applied in the corresponding driving scenarios.
  • The individual modules of the driver assistance system 1 are preferably part of a computing device in the vehicle 1 , in particular of one or more on-board computers. The individual modules are designed as hardware or software components. As sensors 3a - 3d of the driver assistance system 1 In particular, sensors can also be used, which in addition to other systems of the vehicle 2 assigned or are part of these other systems.
  • The inventive method, whose embodiments schematically in the flowchart of 2 are shown below with reference to 2 to 6 explained.
  • 3 shows an example of a driving scenario in which a vehicle 2 located on the left side of the picture on a three-lane road. In front of the vehicle drives another vehicle 13f in the middle lane and before that again three vehicles 13c . 13d . 13e next to each other on all three lanes. Further ahead drive two vehicles 13a . 13b , also next to each other on the left and middle lanes. This current driving scenario is, in particular by means of in the vehicle 2 arranged sensors 3a - 3d detected 102 , Because the vehicle 2 with the driver assistance system 1 a higher speed than the preceding vehicle 13f on the middle lane becomes the driver assistance system 1 in this driving scenario, typically an overtaking maneuver with respect to the vehicle 13f initiate and to change the lane, as indicated by the arrow 10 is indicated. The vehicle 2 This is done by the driver assistance system 1 guided 105 ,
  • According to the invention are now parallel to the driving of the vehicle 2 , in particular in real time, further future driving scenarios by the driver assistance system 1 simulated 106a . 106b , In particular, the simulation is carried out dynamically, ie previously simulated driving scenarios are replaced by the current one.
  • On the basis of the radar sensor 13d determined speeds of the vehicles in the immediate vicinity of the vehicle 2 can the driver assistance system 1 by simulating 106a . 106b notice that the vehicle driving on the left lane, ie the fast lane 13c a much lower speed than the vehicles driving next to it 13d . 13e having. Would the vehicle 2 with the driver assistance system 1 , as in 3 shown to initiate an overtaking maneuver at high speed and thus the trajectory 10 follow, so does the driver assistance system 1 by simulating 106a . 106b notice that the vehicle is 2 with the driver assistance system 1 in a future driving scenario in a wedged position between the preceding vehicle 13c and then next to the vehicle 2 moving vehicle 13f would be located.
  • This is in 4 shown. The vehicle 2 Consequently, in this driving scenario, it would have to make a strong deceleration in order to reduce the speed of the vehicle ahead 13c adapt to the fast lane and could overtake the vehicle 13f not complete. That of the trajectory 10 corresponding driving maneuvers will therefore occur in an occupant of the vehicle 2 cause a subjective perception that the driver assistance system 1 driving a little ahead and therefore a poor assessment in terms of by the driver assistance system 1 achieved driveability, ie by the driver assistance system 1 generated, subjectively perceived by an occupant driving behavior, cause. Also, the occupant will be aware that the maneuver initiated by any acceleration or at least the high speed and the abrupt deceleration behind the vehicle 13c leads to low energy efficiency and high energy consumption, which will also leave a negative impression on the occupant.
  • The driver assistance system 1 Therefore, preferably further simulates a plurality of different possible trajectories 106a starting from the current driving scenario of 3 and taking into account the future driving scenario of 4 and select that trajectory 107a , which in the occupants the most positive overall impression of the driving style of the driver assistance system 1 causes. For example, the driver assistance system could 1 in the current driving scenario the 3 the preceding vehicle 13f do not initiate an overtaking maneuver or merely initiate a lane change at a reduced speed into the fast lane to the vehicle 13c after a possible lane change desselbigen on the middle lane can finally overtake. Alternatively, an ideal trajectory can also be calculated directly taking into account a future driving scenario 107b ,
  • Preferably, the driver assistance system 1 of the vehicle 2 take into account as well as a preceding roadway section 9a runs or, as in 5 represented, which topography on the preceding roadway section 9a and, if necessary, the infrastructure has other factors that should be taken into account, such as a speed limit, as is also the case in 5 is shown. Taking into account the in 5 shown topography selects the driver assistance system 1 of the vehicle 2 a lower one Acceleration or speed, because in the simulation 106a . 106b . 106c the information is received that the preceding roadway section 9a has a sloping slope and that on this slope additionally a speed limit is prescribed.
  • Relates the driver assistance system 1 Furthermore, real-time data in the simulation of driving scenarios 106a . 106b with, which by infrastructure and / or other, in particular preceding and / or subsequent road users 13a . 13b . 13c . 13ds . 13e . 13f . 13g is detected, it can simulate future driving scenarios even more accurate and thereby incorporate information that is not from the detection and evaluation of the current driving situation 102 can derive.
  • For example, in 6 a modified driving scenario of 3 shown in which the far ahead of the vehicle 2 with driver assistance system 1 preceding vehicles 13a and 13b cause a rear-end collision. Will this information be from the vehicles 13a . 13b or the vehicles 13c . 13d . 13e which gives an immediate view of the driving situation of the two vehicles 13a . 13b have, directly or via an infrastructure to the vehicle 2 , which by the driver assistance system 1 is passed, forwarded, so the vehicle can 2 involve this event in his simulation. Like in the 6 shown, the driver assistance system 1 between different trajectories 10a . 10b . 10c choose to get out of the driving scenario of the 6 to master the resulting future driving scenario.
  • Such a future driving scenario is in 7 shown. The vehicle 2 was on for the trajectory 10b Guided and reduced speed, as the driver assistance system 1 while simulating 106a . 106b has foreseen that all vehicles in the right lane to the vehicles blocked by the accident 13a . 13b have to pass.
  • In the then current driving scenario the 7 can the driver assistance system 1 of the vehicle 2 choose again whether it stays in the right lane and the vehicle ahead 13f follows or makes another lane change to the Einscheren in the zipper process, the preceding vehicle 13f but to overtake.
  • When selecting 107a the ideal trajectory or calculation 107b According to the invention, the ideal trajectory is preferably in addition to the result of the simulation 106a . 106b Boundary conditions take into account which driving style attributes characterize. The driving style attributes preferably indicate objective criteria, such as an occupant or a group of occupants, who are identified for example by age or gender, a driving style of the driver assistance system 1 , which manifests itself in the respective trajectory, will perceive. Such driving style attributes can be, for example, the driving time, the perceived energy consumption, the objective energy consumption, the perceived safety, the driving dynamics and / or the drivability. Ideally, the boundary conditions simulate a driving style of the occupant or occupant group. In this case, however, it may also preferably be taken into account that an occupant is the passenger of a driver assistance system 1 make other demands on the driving style, as if the same person would drive themselves. In the calculation, different driving style attributes are preferably weighted differently and, in particular, the optimization of a cost function can be used to achieve an overall optimum.
  • To changing environmental conditions or properties of the vehicle 2 Furthermore, it may be provided that the driver assistance system 1 evaluated trajectories and / or driving scenarios evaluated 108 , The constraints can be modified accordingly to meet deviations from predetermined target corridors with respect to the driving style attributes under the changed conditions.
  • In addition, a characteristic value can be calculated 109 showing the performance of the driver assistance system 1 rated.
  • Preferably, the finding of an ideal trajectory for coping with a future driving scenario by the driver assistance system 1 through a communication of the driver assistance system 1 with selected vehicle controls added to the vehicle 2 on conditions on a preceding stretch of track 9a prepare. For example, the steering control can be informed that a violent steering movement is imminent, or the brake control can be prepared to impose a severe braking. The brake control can then provide, for example, a hydraulic pressure at the right time. The suspension can be prepared for example on bumps, so that they can be compensated in the ideal case. The simulation preferably takes place in steps of approximately 1 Second, and more preferably this is a period of the next 10 Seconds covered up to about 1 minute.
  • As already with regard to the driver assistance system 1 to 1 described, the invention as a further aspect on a learning of the boundary conditions with respect to the driving style attributes. This training is preferably done during a training phase, during which the driver at least the longitudinal and lateral control of the vehicle 2 manually controlled. More preferably, it is in particular a continuous training: Whenever the driver, the vehicle 2 even leads, changes the driver assistance system 1 in the learning mode.
  • In the training phase of the driver assistance system 1 Values of at least one adjustment parameter for guiding the vehicle, in particular parallel to values of the at least one input parameter, are recorded 101 and in the second data store 15 stored. From the respective values of the parameters at the same time or in a same time period, correlations result, which reflect driver reactions in different driving scenarios and therefore contain information about the driving style of the driver. On the basis of this information, boundary conditions are established 103 , The driver assistance system uses these predetermined boundary conditions 1 in highly automated or fully automated driving of the vehicle 2 to achieve as comfortable as possible for the driver perception of driving the vehicle. Additionally or alternatively, these values or correlations are output as boundary conditions for guiding the vehicle 104 ,
  • Additionally or alternatively to the values of the adjustment parameter, values of at least one body parameter, which reflects the body function of a vehicle occupant, in particular the driver, can also be recorded 101 , This can be done, for example, with a smart device, in particular a smart watch (smart device). The objective values of the body parameter are chosen so that they are a subjective perception of the driving style of a driver assistance system 1 can characterize. In particular, the heart rate, the blood pressure, the adrenaline level and / or the breathing activity of an occupant come into question. The values of the body parameters are also correlated with values of the input parameters, ie with the different driving scenarios, and from this, boundary conditions are derived which serve as a rule when driving the vehicle. The recording 101 Body parameters preferably continue during highly automated or fully automated driving, so that further data for evaluation, past driving scenarios and / or traveled trajectories are obtained.
  • The correlations or updated correlations are included in the selection 107a or the rating 107b the ideal trajectory.
  • The invention enables comprehensive optimization of a driver assistance system 1 carried out driving. Here, not only legal requirements and safety-relevant specifications are included in the management of the vehicle, but also by a special driver or a special driver group preferred driving styles, which are defined by the driving style attributes. That driver assistance system 1 is able to independently adapt to the respective driver and the vehicle or modifications to the vehicle. This ensures that the driver assistance system 1 one for the respective vehicle 2 or whose vehicle configuration and / or optimal driving style for the respective driver. Depending on the requirements of the current or future driving scenarios and the occupants of the vehicle 2 This can in particular be an optimization of the energy consumption of the vehicle 2 be performed. For example, all specifications based on the driving scenarios and the boundary conditions can be included in an energy cost function. Based on energy requirements of different aggregates of the vehicle 2 For current and future driving scenarios, an energy price can be determined. By allocating value quotas to the various aggregates of the vehicle 2 Every unit can decide if it is in the vehicle 2 available energy decreases or feeds.
  • LIST OF REFERENCE NUMBERS
  • 1
     Driver assistance system
    2
     vehicle
    3a, 3b, 3d
     sensor
    4
     first data interface
    5
     second data interface
    6
     Forecast Module
    7
     optimization module
    8th
     control module
    9a, 9b
     road section
    10, 10a, 10a, 10c
     trajectory
    11
     first data store
    12
     central server
    13a, 13b, 113c, 13d, 13e, 13f, 13g
    road users
    14
     Fahrstilselektormodul
    15
     second data store
  • 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
    • EP 2942765 A1 [0008]
    • WO 2013/138000 A1 [0009]
    • US 9248843 B1 [0010]
    • WO 2015/032508 A1 [0011]
    • DE 102014208311 A1 [0012]
    • DE 102006039583 A1 [0013]

Claims (20)

  1. Driver assistance system ( 1 ) for assisting a driver in driving a vehicle ( 2 ), comprising at least one sensor ( 3a . 3b . 3c . 3d ), which is adapted to a driving situation of the vehicle ( 2 ) at least partially, at least one first data interface ( 4 ) for reading in traffic data of a preceding route, at least one second data interface ( 5 ) for reading in roadway data, which in particular topography and / or roadway course of a preceding roadway section ( 9a ) and / or past lane section ( 9b ), a predictive module ( 6 ) is arranged to determine at least one future driving scenario based on the current driving situation, the traffic data and the roadway data and possible trajectories (based on the at least one future driving scenario) ( 10a . 10b . 10c ) of the vehicle ( 2 ) to simulate and output an optimization module ( 7 ), in order to determine, based on at least one predetermined boundary condition, which a driving style attribute of the driver assistance system ( 1 ), one of the possible trajectories ( 7a . 7b ) and a control module ( 8th ) associated with the steering system, the braking system and / or the propulsion system of the vehicle ( 2 ) is connected in the manner to the vehicle ( 2 ) based on the selected trajectory ( 10a . 10b . 10c ) respectively.
  2. Driver assistance system ( 1 ) for assisting a driver in driving a vehicle ( 2 ), comprising at least one sensor ( 3a . 3b . 3c . 3d ), which is adapted to a driving situation of the vehicle ( 2 ) at least partially, at least one first data interface ( 4 ) for reading in traffic data of a preceding route, at least one second data interface ( 5 ) for reading in roadway data, which in particular topography and / or roadway course of a preceding roadway section ( 9a ) and / or a previous lane section ( 9b ), a predictive module ( 6 ), designed to simulate and output at least one future driving scenario from the current driving situation, the traffic data and the roadway data, an optimization module ( 7 ), based on the at least one future driving scenario and at least one predetermined constraint that determines a driving style attribute of the driver assistance system (10). 1 ), a trajectory ( 10 ) of the vehicle ( 2 ) and a control module ( 8th ) associated with the steering system, the braking system and / or the propulsion system of the vehicle ( 2 ) is connected in the manner to the vehicle ( 2 ) on the basis of the calculated trajectory ( 10 ) respectively.
  3. Driver assistance system ( 1 ) according to one of the preceding claims, wherein the second data interface ( 5 ) is adapted to the traffic data of a preceding route via a data connection from a central server ( 12 ) and / or of preceding road users ( 13a . 13b . 13c . 13d . 13e . 13f ) to obtain.
  4. Driver assistance system ( 1 ) according to one of the preceding claims, which comprises a driving style selector module ( 14 ), which is arranged to detect a selection relating to the driving style attribute, in particular an indication of a value range for the driving style attribute, via a user interface.
  5. Driver assistance system ( 1 ) according to one of the preceding claims, which comprises a driving style selector module ( 14 ), wherein the driving style selector module ( 14 ) a second data memory ( 15 ) and is adapted to access driving situation data, traffic data and lane data which at least partially characterize a driving scenario, and data from at least one actuating parameter for guiding the vehicle ( 2 ), wherein the driving style selector module ( 14 ), values of the at least one setting parameter and the sensor data in the second data memory ( 15 ) and set up at least one boundary condition with regard to the at least one adjusting parameter as a function of the stored data.
  6. Procedure ( 100 ) for assisting a driver in driving a vehicle ( 2 ), comprising the following steps: Capture ( 102 ) at least one input parameter, by which a current driving scenario in which the vehicle ( 2 is characterized; To lead ( 105 ) of the vehicle ( 2 ) by a driver assistance system ( 1 ); Simulate ( 106a ), parallel to the driving of the vehicle ( 2 ), at least one future driving scenario based on the current driving scenario and simulating possible trajectories ( 10a . 10b ) of the vehicle ( 2 ) based on the at least one future driving scenario; and Select ( 107a ) of one of the possible trajectories ( 10a . 10b . 10c ) based on at least one predetermined boundary condition which a driving style attribute of the driver assistance system ( 1 ), the selected trajectory ( 10a . 10b ) the basis for further driving the vehicle ( 2 ).
  7. Procedure ( 100 ) for assisting a driver in driving a vehicle, comprising the following steps: detecting ( 102 ) at least one input parameter, by which a current driving scenario in which the vehicle ( 2 is characterized; To lead ( 105 ) of the vehicle by a driver assistance system ( 1 ); Simulate ( 106b ), parallel to the driving of the vehicle ( 2 ), at least one future driving scenario based on the current driving scenario; and calculating ( 107b ) of a trajectory ( 10 ) of the vehicle ( 2 ) on the basis of the at least one future driving scenario and at least one predetermined boundary condition, which a driving style attribute of the driver assistance system ( 1 ), the calculated trajectory ( 10 ) the basis for further guidance of the vehicle ( 2 ).
  8. Procedure ( 100 ) according to claim 6 or 7, further comprising the following operation: evaluating ( 108 ) of a trajectory of the vehicle ( 2 ) and / or at least one past driving scenario, the result of the evaluating entering into a definition of the at least one boundary condition, in particular in order to correct a deviation from the driving style attribute.
  9. Procedure ( 100 ) according to one of claims 6 to 8, wherein a drive train control and / or at least one vehicle control, in particular steering control, brake control and / or suspension, on the basis of at least one future driving scenario and / or the selected or calculated trajectory ( 10a . 10b ) are adapted.
  10. Procedure ( 100 ) according to any one of claims 6 to 9, wherein the current driving scenario and / or at least one past driving scenario in addition to the driving situation information includes / includes, which by infrastructure and / or other, in particular preceding or following, road users ( 13a . 13b . 13c . 13d . 13e . 13f . 13g ) is detected.
  11. Procedure ( 100 ) according to one of claims 6 to 10, wherein the at least one future driving scenario and / or at least one past driving scenario information about a preceding roadway section ( 9a ) and / or past track section ( 9b ) and / or traffic information over a route ahead.
  12. Procedure ( 100 ) according to one of claims 6 to 11, wherein the at least one future driving scenario and / or at least one past driving scenario information about absolute position, relative position, speed and / or acceleration of the vehicle ( 2 ) and other, in particular preceding or following, road users ( 13a . 13b . 13c . 13d . 13e . 13f . 13g ) and / or over a weather in the area of the vehicle and other, in particular preceding or following, road users.
  13. Procedure ( 100 ) according to one of claims 6 to 12, wherein the at least one boundary condition characterizes a, in particular a single, driving style attribute from the following group: driving time, emission, perceived efficiency, energy consumption, perceived safety, driving dynamics, drivability.
  14. Procedure ( 100 ) according to one of claims 6 to 13, wherein the at least one boundary condition simulates a driving style of the driver or a driver group.
  15. Procedure ( 100 ) according to any one of claims 6 to 14, wherein the at least one constraint replicates an adapted driving style of the driver or group of drivers which determines the different sensation of the driver or group of drivers between automatic guidance and manual guidance of the vehicle ( 2 ).
  16. Procedure ( 100 ) according to one of claims 6 to 15, wherein a plurality of boundary conditions are considered and their driving style attributes are weighted differently.
  17. Procedure ( 100 ) according to one of claims 6 to 16, which for determining the at least one boundary condition during a training phase further comprises the following steps: detecting ( 101 ) of values of at least one setting parameter for guiding the vehicle ( 2 ); and putting up ( 103 ) at least one boundary condition for adjusting the at least one adjustment parameter as a function of the at least one input parameter on the basis of the recorded values.
  18. Procedure ( 100 ) according to any one of claims 6 to 17, wherein the simulating covers a future time period of from about 1 second to about 10 minutes, more preferably from about 10 seconds to about 1 minute, and most preferably about 1 second, 10 seconds or 1 minute.
  19. A computer program comprising instructions which, when executed by one or more computers, cause it to perform the steps of a method according to any one of claims 6 to 18.
  20. A computer-readable medium having stored thereon a computer program according to claim 19.
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