DE102017211022A1 - Control unit and method for increasing the safety of a vehicle - Google Patents

Abstract

A control unit for a vehicle is described, wherein the vehicle has an automated driving mode in which the vehicle is guided at least highly automated and wherein the vehicle has a manual driving mode in which the vehicle is at least partially longitudinally and / or by a driver of the vehicle is transversely led. The control unit is configured, while the vehicle is in the manual drive mode, to simulate a simulated behavior of the vehicle in the automated drive mode for a driving situation. In addition, the control unit is set up to determine an actual behavior of the vehicle in the manual driving mode for the driving situation. Furthermore, the control unit is set up to initiate one or more security measures depending on a comparison of the actual behavior and the simulated behavior.

Description

The invention relates to a control unit and a method for increasing the safety of a vehicle operated in a manual driving mode, which is capable of highly automated driving.

It is expected that in the future a vehicle will have an automated driving mode in which the vehicle can be run highly automated. Furthermore, the vehicle may continue to have a manual drive mode in which the vehicle can be maneuvered longitudinally and / or transversely manually by a driver. The present document deals with the technical problem of increasing the safety of a vehicle when operating in a manual driving mode.

The object is solved by the independent claims. Advantageous embodiments are described i.a. in the dependent claims. It should be noted that additional features of a claim dependent on an independent claim without the features of the independent claim or only in combination with a subset of the features of the independent claim may form an independent invention independent of the combination of all features of the independent claim, the subject of an independent claim, a divisional application or a subsequent application. This applies equally to technical teachings described in the specification, which may form an independent invention of the features of the independent claims.

In one aspect, a control unit for a vehicle is described. The vehicle has an automated driving mode in which the vehicle is at least highly automated and possibly fully automated. Furthermore, the vehicle has a manual driving mode in which the vehicle is at least partially longitudinally and / or transversely guided by a driver of the vehicle. In particular, in the manual driving mode, the longitudinal and / or transverse guidance can be completely taken over by the driver of the vehicle.

The control unit is set up while the vehicle is in the manual drive mode to simulate a simulated behavior of the vehicle in the automated drive mode for a driving situation. The simulated behavior may describe the longitudinal and / or transverse guidance of the vehicle in the automated driving mode. In other words, the simulated behavior may indicate how the vehicle would be longitudinally and / or transversely guided in the driving situation in the automated driving mode if the vehicle were not in the manual driving mode but in the automated driving mode. Thus, despite the deactivation of the automated driving mode in the background, a simulation of the automated driving mode can be carried out in order to determine a simulated behavior of the vehicle.

In addition, the control unit is set up to determine an actual behavior of the vehicle in the manual driving mode for the driving situation. The actual behavior may indicate how the vehicle is actually being guided by the driver.

Furthermore, the control unit is set up, depending on the actual behavior and the simulated behavior, in particular depending on a comparison of the actual behavior and the simulated behavior, one or more security measures to cause. The one or more security measures may include (possibly in a first step) issuing a warning. The warning message may indicate that the actual behavior is substantially different from the simulated behavior. Alternatively or additionally, the one or more security measures (possibly in a second step) may include the automatic activation of the automated driving mode and the deactivation of the manual driving mode. The vehicle can then be transferred in the automated driving mode into a state in which a switch to the manual driving mode is again possible.

The control unit is thus designed to run the automated driving mode in the background in order to determine a simulated behavior as a reference behavior of the vehicle. The simulated behavior can then be used to monitor the actual driving style of the driver of the vehicle. If necessary, one or more security measures may be taken to increase the safety of a driver-controlled vehicle.

The simulated behavior may include a simulated allowable range with respect to one or more operating parameters of the vehicle. The allowable range of an operating parameter may define a lower limit and an upper limit of the parameter value of an operating parameter. The lower limit and the upper limit represent the margins of the permissible range.

The one or more operating parameters include, for example: a position of the vehicle, in particular relative to a lane traveled by the vehicle; a longitudinal and / or Lateral speed of the vehicle; a longitudinal and / or lateral acceleration of the vehicle; and / or a yaw rate of the vehicle. Likewise, the actual behavior may include actual parameter values of the one or more operating parameters of the vehicle. Thus, the simulated and the actual behavior of the vehicle can be described and compared in a precise manner.

The control unit may be configured to compare the actual behavior of the vehicle with the simulated behavior of the vehicle (e.g., based on the allowable ranges and the actual parameter values of the one or more operating parameters). It may then be determined whether or not the actual behavior of the vehicle is within an allowable range defined by the simulated behavior. The control unit may be configured to initiate at least one safety measure when the actual behavior approaches or exceeds an edge of the allowable range.

In particular, the control unit may be configured to determine a distance of the actual behavior (e.g., an actual parameter value of an operating parameter) from the edge of the allowable range. It can then be caused depending on the distance a security measure from a plurality of different security measures. For example, with decreasing distance different levels of security measures can be initiated. For example, in a first stage (at a relatively high distance), a warning message may be issued. In a second stage (at a relatively small distance), a transition from the manual drive mode to the automated drive mode can then be effected automatically. Thus, the safety of the vehicle can be further increased.

According to another aspect, a method for increasing the safety of a vehicle that is guided in a manual drive mode is described. The vehicle has an automated driving mode, in which the vehicle is guided at least highly automated. In addition, the vehicle has the manual driving mode in which the vehicle is at least partially longitudinally and / or transversely guided by a driver of the vehicle.

The method includes, while the vehicle is in the manual driving mode, determining a simulated behavior of the vehicle for a driving situation in the automated driving mode. In other words, the method includes the (passive) execution of the automated driving mode to determine a simulated behavior of the vehicle for a driving situation. In addition, the method comprises determining an actual behavior of the vehicle for the driving situation in the manual driving mode. The method further includes performing one or more security measures based on a comparison of the actual behavior and the simulated behavior.

In another aspect, a road vehicle (particularly a passenger car or a truck or a bus) is described that includes the control unit described in this document.

In another aspect, a software (SW) program is described. The SW program may be set up to be executed on a processor (e.g., on a controller of a vehicle) and thereby perform the method described in this document.

In another aspect, a storage medium is described. The storage medium may include a SW program that is set up to run on a processor and thereby perform the method described in this document.

It should be understood that the methods, devices and systems described herein may be used alone as well as in combination with other methods, devices and systems described in this document. Furthermore, any aspects of the methods, devices, and systems described herein may be combined in a variety of ways. In particular, the features of the claims can be combined in a variety of ways.

• 1 beispielhafte Komponenten eines Fahrzeugs;
• 2a und 2b beispielhafte Fahrsituationen eines Fahrzeugs; und
• 3 ein Ablaufdiagramm eines beispielhaften Verfahrens zur Erhöhung der Sicherheit eines Fahrzeugs in einem manuellen Fahrmodus.

Furthermore, the invention will be described in more detail with reference to exemplary embodiments. Show

• 1 exemplary components of a vehicle;
• 2a and 2 B exemplary driving situations of a vehicle; and
• 3 a flowchart of an exemplary method for increasing the safety of a vehicle in a manual driving mode.

As set forth above, the present document is concerned with increasing the safety of a vehicle in a manual driving mode, wherein the vehicle is capable of driving in a (highly) automated driving mode.

The term "automated driving" in the context of this document can be understood as driving with automatic longitudinal or transverse guidance or autonomous driving with automated longitudinal and transverse guidance. The automated driving may be, for example, a time-consuming driving on the highway or a time-limited driving in the context of parking or maneuvering. The term "automated driving" includes automated driving with any degree of automation. Exemplary levels of automation are assisted, semi-automated, highly automated or fully automated driving. These degrees of automation were defined by the Federal Highway Research Institute (BASt) (see BASt publication "Forschung kompakt", issue 11/2012). In assisted driving, the driver performs the longitudinal or transverse guidance permanently, while the system assumes the other function within certain limits. In Partial Automated Driving (TAF), the system performs longitudinal and lateral guidance for a period of time and / or in specific situations, with the driver having to permanently monitor the system as in assisted driving. In highly automated driving (HAF), the system takes over the longitudinal and transverse guidance for a certain period of time, without the driver having to permanently monitor the system; However, the driver must be able to take over the vehicle guidance in a certain time. In fully automated driving (VAF), the system can automatically handle driving in all situations for a specific application; no driver is required for this application. The above four degrees of automation are in accordance with SAE levels 1 to 4 of the SAE J3016 (SAE - Society of Automotive Engineering) standard. For example, Highly Automated Driving (HAF) Level 3 complies with the SAE J3016 standard. Furthermore, the SAE level 5 is provided in SAE J3016 as the highest degree of automation, which is not included in the definition of BASt. SAE level 5 is driverless driving, which allows the system to automatically handle all situations like a human driver throughout the journey; a driver is generally no longer required.

1 shows a block diagram with exemplary components of a vehicle 100 , The vehicle 100 includes one or more environmental sensors 102 that are set up environment data relating to an environment of the vehicle 100 capture. The one or more environment sensors 102 include, for example, one or more image cameras, one or more radar sensors, one or more ultrasonic sensors, one or more lidar sensors, etc. Furthermore, the environmental data about communication means of the vehicle 100 from outside the vehicle 100 (eg from another vehicle and / or from an intrastructur unit). In particular, Vehicle-to-X communication can be used to determine environmental data (eg, environmental data relating to an environment outside the coverage of the one or more environmental sensors 102 of the vehicle 100 ). In addition, the vehicle includes 100 a control unit 101 that is set up, one or more actuators 103 of the vehicle 100 depending on the environment data. The one or more actuators 103 Actuators can be on the longitudinal and / or transverse guidance of the vehicle 100 act. The control unit 101 can be set up, based on the environment data, the one or more actuators 103 to drive to the vehicle 100 in an automated driving mode highly or fully automated to lead. The vehicle 100 thus has an automated driving mode in which the vehicle 100 without the intervention of a driver of the vehicle 100 highly or fully automated.

The vehicle 100 further includes a user interface 104 , The user interface 104 It can be a driver of the vehicle 100 enable the vehicle 100 from the automated drive mode to a manual drive mode. In the manual driving mode, the longitudinal and / or transverse guidance of the vehicle 100 at least partially and possibly completely controlled by the driver of the vehicle. For example, the transverse guidance of the vehicle 100 via a steering means (eg via a steering wheel) of the vehicle 100 be controlled by the driver or manual. Furthermore, the longitudinal guidance of the vehicle 100 via acceleration and / or deceleration means (eg via an accelerator pedal and / or via a brake pedal) of the vehicle 100 be controlled by the driver or manually.

The 2a and 2 B show exemplary driving situations of the vehicle 100 when using the manual driving mode. The vehicle 100 can, as in 2a shown on a roadway 200 drive onto a bend. In this case, if necessary, the longitudinal speed of the vehicle 100 have been set too high by the driver, leaving the vehicle 100 while maintaining the driving speed of the road 200 would come off. In 2 B is shown a driving situation where an obstacle 212 (eg another vehicle) not by the driver of the vehicle 100 is perceived, and therefore while keeping the current driving trajectory to a collision with the obstacle 212 would come. The 2a and 2 B thus show driving situations that pose a threat to the vehicle operated in manual driving mode 100 and possibly for another road user 212 represent.

The control unit 101 may be configured, despite activation of the manual driving mode and despite deactivation of the automated driving mode, the behavior of the vehicle 100 to simulate in automated driving mode. In particular, it can be simulated with which driving speed the vehicle 100 in the automated driving mode the in 2a approached curve would approach. Furthermore, it can be simulated with which driving trajectory 211 the vehicle 100 in the automated driving mode on the in 2 B illustrated obstacle 212 would drive.

• • einen örtlichen Bereich, in dem sich das Fahrzeug 100 im automatisierten Fahrmodus befinden würde;
• • einen Geschwindigkeitsbereich für die Längs- und/oder Quergeschwindigkeit des Fahrzeugs 100 im automatisierten Fahrmodus;
• • einen Beschleunigungsbereich für die Längs- und/oder Querbeschleunigung des Fahrzeugs 100 im automatisierten Fahrmodus; und/oder
• • einen Gierbereich für die Gierrate des Fahrzeugs 100 im automatisierten Fahrmodus.

It can thus be a simulated behavior of the vehicle 100 be determined in the automated driving mode. The simulated behavior may, for example, indicate a simulated driving corridor or a permissible range in which the vehicle is located 100 would move in automated driving mode. The simulated travel corridor or the permissible range may include, for example, one or more of the following data,

• • a local area where the vehicle is 100 would be in automated driving mode;
• • a speed range for the longitudinal and / or transverse speed of the vehicle 100 in automated driving mode;
• • an acceleration range for the longitudinal and / or lateral acceleration of the vehicle 100 in automated driving mode; and or
• • a yaw rate for the yaw rate of the vehicle 100 in automated driving mode.

The control unit 101 can be further set up, the actual behavior of the vehicle 100 in manual driving mode and to compare with the simulated behavior. If the comparison determines that the actual behavior of the vehicle 100 deviates more than a certain tolerance value from the simulated behavior, so one or more safety measures can be taken to the safety of the vehicle 100 to increase in manual driving mode.

• • die tatsächliche Position des Fahrzeugs 100;
• • die tatsächliche Längs- und/oder Quergeschwindigkeit des Fahrzeugs 100;
• • die tatsächliche Längs- und/oder Querbeschleunigung des Fahrzeugs 100; und/oder
• • die tatsächliche Gierrate des Fahrzeugs 100.

In particular, the control unit 101 be set up, one or more actual operating parameters of the vehicle 100 to determine, such as

• • the actual position of the vehicle 100 ;
• • the actual longitudinal and / or lateral speed of the vehicle 100 ;
• • the actual longitudinal and / or lateral acceleration of the vehicle 100 ; and or
• • the actual yaw rate of the vehicle 100 ,

The one or more actual operating parameters may then be compared to the simulated travel corridor or permissible range. In particular, it can be determined whether one or more of the actual operating parameters are approaching an edge of the simulated travel corridor or have already dropped out of the simulated travel corridor or out of the permissible range. One or more security measures can then be initiated depending on the comparison.

The one or more security measures can be gradual. In a first step, an acoustic, visual and / or haptic warning to the driver of the vehicle 100 output (eg, when a first threshold is reached or undershot with respect to the distance of the one or more actual operating parameters from the edge of the simulated travel corridor or range). In a second step, an automatic activation of the automated driving mode can take place (and thus a degradation of the driver), eg if a second threshold value with respect to the distance of the one or more actual operating parameters from the edge of the simulated driving corridor or the permissible range is reached or undershot with the second threshold being less than the first threshold.

In the in 2a Example shown, for example, a warning at the time 201 , If the driver does not reduce the driving speed, then takes place at the time 202 automatic activation of the automated driving mode and automatic deactivation of the manual driving mode. After the vehicle 100 has coped with the dangerous situation, the driver can again be offered a transition to the manual driving mode.

Similarly, in 2a initially at the time 201 a warning will be issued. If there is no adaptation of the driving trajectory by the driver, then at the time 202 an automatic activation of the automated driving mode take place to the vehicle 100 highly or fully automated along the driving trajectory 211 at the obstacle 212 to pass by. The vehicle 100 can then be set in the automated driving mode in a state in which a renewed transition to the manual driving mode is enabled.

So can the safety of a vehicle 100 , which is operated in a manual driving mode can be increased.

3 shows a flowchart of an exemplary method 300 to increase the safety of a vehicle 100 , where the vehicle 100 is guided in a manual driving mode. The vehicle 100 has an automated driving mode in which the vehicle 100 at least highly automated. The vehicle 100 is thus set up to drive highly automated. In addition, the vehicle points 100 the manual driving mode in which the vehicle 100 at least partially by a driver of the vehicle 100 is longitudinally and / or transversely guided. In particular, in the manual drive mode, the longitudinal guide and / or the transverse guide of the vehicle 100 completely by the driver of the vehicle 100 be taken over.

The procedure 300 includes while the vehicle is moving 100 is in manual drive mode, determining 301 a simulated behavior of the vehicle 100 for a driving situation in the automated driving mode. The simulated behavior may indicate how the vehicle would behave in the automated driving mode in the driving situation. In particular, the simulated behavior may indicate permissible areas or corridors for one or more operating parameters of the vehicle, wherein the vehicle 100 In the automated driving mode, parameter values would enter from the permissible ranges or corridors.

In addition, the process includes 300 the determining 302 an actual behavior of the vehicle 100 for the driving situation in the manual driving mode. The actual behavior can indicate how the vehicle is 100 actually behaves due to the guidance of the driver. In particular, the actual behavior may be actual parameter values of the one or more operating parameters of the vehicle 100 Show.

Furthermore, the method includes 300 performing 303 one or more security measures in response to a comparison of the actual behavior and the simulated behavior. Different safety measures can be introduced or carried out step by step, depending on how far the actual behavior matches or deviates from the simulated behavior. Possibly. can be automatically switched to the automated driving mode to safely accomplish the driving situation. Thus, by the passive activation of the automated driving mode, the safety of a vehicle driven in a manual driving mode can be increased.

The user interface 104 can be set up to a driver of the vehicle 100 indicate whether a passive determination of the simulated behavior of the vehicle 100 is active or not (eg via an optical output means of the user interface 104 ). Thus, the driver can be informed whether his actual driving is monitored by the passively running automated driving mode or not.

As a security measure can via the user interface 104 one or more indications are issued about how the automated driving mode the vehicle 100 would lead. For example, one or more instructions (eg, a request to decelerate, steer, and / or accelerate the vehicle 100 ) to match the actual behavior of the simulated behavior. Such an instruction can be output via an optical, acoustic and / or haptic output.

Furthermore, the driver can use the user interface 104 indicating that the automated driving mode has been activated automatically and the manual driving mode has been deactivated automatically. In addition, via the user interface 104 be displayed whether the driver after an automatic activation of the automated driving mode can again activate the manual driving mode or not.

The present invention is not limited to the embodiments shown. In particular, it should be noted that the description and figures are intended to illustrate only the principle of the proposed methods, apparatus and systems.

Claims (9)

Control unit (101) for a vehicle (100); wherein the vehicle (100) has an automated driving mode in which the vehicle (100) is guided at least highly automated; the vehicle (100) having a manual driving mode in which the vehicle (100) is at least partially longitudinally and / or transversely led by a driver of the vehicle (100); wherein the control unit (101) is set up while the vehicle (100) is in the manual drive mode, to simulate a simulated behavior of the vehicle (100) in the automated driving mode for a driving situation; to determine an actual behavior of the vehicle (100) in the manual driving mode for the driving situation; and - to initiate one or more security measures depending on a comparison of the actual behavior and the simulated behavior. Control unit (101) according to Claim 1 where the simulated behavior - describes the longitudinal and / or transverse guidance of the vehicle (100) in the automated driving mode; and / or - indicates how the vehicle (100) would be longitudinally and / or transversely led in the driving situation in the automated driving mode if the vehicle (100) were in the automated driving mode. Control unit (101) according to one of the preceding claims, wherein the simulated behavior comprises a simulated allowable range with respect to one or more operating parameters of the vehicle (100); and the actual behavior comprises actual parameter values of the one or more operating parameters of the vehicle (100). Control unit (101) according to Claim 3 wherein the one or more operating parameters comprise, - a position of the vehicle (100), in particular relative to a carriageway (200) traveled by the vehicle (100); a longitudinal and / or transverse speed of the vehicle (100); a longitudinal and / or lateral acceleration of the vehicle (100); and / or a yaw rate of the vehicle (100). Control unit (101) according to one of the preceding claims, wherein the control unit (101) is set up, compare the actual behavior of the vehicle (100) with the simulated behavior of the vehicle (100); to determine whether or not the actual behavior of the vehicle (100) is within an allowable range defined by the simulated behavior; and - Initiate at least one safety measure when the actual behavior approaches or exceeds an allowable range. Control unit (101) according to Claim 5 wherein the control unit (101) is arranged to: - determine a distance of the actual behavior from the edge of the permissible range; and - to initiate a security measure from a plurality of different security measures depending on the distance. Control unit (101) according to one of the preceding claims, wherein the one or more security measures comprises the issuing of a warning. The control unit (101) of any of the preceding claims, wherein the one or more safety measures include automatically enabling the automated drive mode and disabling the manual drive mode, in particular to transition the vehicle (100) to a state in the automated drive mode Switching to the manual driving mode is possible. A method (300) for increasing the safety of a vehicle (100) guided in a manual driving mode; wherein the vehicle (100) has an automated driving mode in which the vehicle (100) is guided at least highly automated; the vehicle (100) having the manual driving mode in which the vehicle (100) is at least partially longitudinally and / or transversely guided by a driver of the vehicle (100); wherein the method comprises (300) while the vehicle (100) is in the manual drive mode, - determining (301) a simulated behavior of the vehicle (100) for a driving situation in the automated driving mode; - determining (302) an actual behavior of the vehicle (100) for the driving situation in the manual driving mode; and - performing (303) one or more security measures based on a comparison of the actual behavior and the simulated behavior.

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