DE102018210309A1 - Motor vehicle and method for operating a motor vehicle - Google Patents

Abstract

The invention relates to a motor vehicle (2) having a steering system (4), a sensor system (6) for monitoring the environment, and a control and evaluation unit (8), the control and evaluation unit (8) being set up, sensor data of the sensor system ( 6) to be evaluated in such a way that an environment object (10) is recognized in the environment and a lateral distance (a) to the environment object (10) is monitored, the control and evaluation unit (8) being set up to control the steering system (4) in this way that when a first limit value (a1) is undershot for the lateral distance (a), a counter-steering torque is generated and that the counter-steering torque is increasingly increased when the first limit value (a1) is undershot and / or that the first limit value (a1 ) a steering ratio is specified for the lateral distance (a) and that the steering ratio is increasingly reduced as the value falls below the first limit value (a1).

Description

The invention relates to a motor vehicle having a steering system, a sensor system for monitoring the environment and a control and evaluation unit, the control and evaluation unit being set up to evaluate sensor data of the sensor system in such a way that an environment object is recognized in the environment and a lateral distance from it Environment object is monitored. In addition, the invention relates to a method for operating such a motor vehicle.

The diversity of driver assistance systems is increasing, as is the spread of driver assistance systems from vehicle generation to vehicle generation. Corresponding driver assistance systems are used in some cases to support a vehicle driver, driver or user in driving a motor vehicle and, for example, to supply them with information relevant to vehicle management. Other driver assistance systems are designed to enable semi-autonomous or fully autonomous vehicle guidance and, accordingly, to partially or completely take over the guidance of a motor vehicle.

Among other things, driver assistance systems are known which support a vehicle driver in keeping a motor vehicle in a lane or lane delimited by markings or which are designed to keep a corresponding vehicle in a corresponding lane by partially autonomous or completely autonomous vehicle guidance. For such driver assistance systems, the terms lane departure warning and lane assistant are common and examples of such driver assistance systems are from the EP 2 032 406 B1 and the WO 2006/37445 A1 refer to.

Driver assistance systems are also part of the EP 1 898 232 B1 and the US 2009/0138201 A1 are known, which are designed to detect possible side collisions and support a vehicle driver, for example, in the event of an intentional change of lane.

The object of the present invention is to provide a motor vehicle with an advantageous driver assistance system and an advantageous method for operating such a motor vehicle.

This object is achieved by a motor vehicle with the features of patent claim 1 and by a method with the features of patent claim 10. Advantageous refinements with expedient developments of the invention are specified in the dependent claims. The advantages and preferred configurations mentioned with regard to the motor vehicle can also be applied analogously to the method and vice versa.

The motor vehicle according to the invention is designed, for example, as a passenger car, truck or omnibus and has a steering system which is expediently controllable or controllable and is typically designed as a so-called active steering system.

A steering wheel is usually part of the steering system, which enables a vehicle driver, driver, operator or user to interact with the steering system. The interaction takes place by the driver specifying a turning position of the steering wheel and in particular by turning the steering wheel from a zero position, with a steering torque typically having to be applied by the driver for the setting of a turning position or for turning the steering wheel. The turning position of the steering wheel, or briefly the steering lock, is clearly linked in many operating situations or operating states of the motor vehicle to a turning position of the wheels of the motor vehicle connected to the steering system and rotatable by the steering system, i.e. with a wheel lock, so that in these cases typically a clear one , in particular a relationship between the rotational position of the wheels and the rotational position of the steering wheel is independent of measured values. The relationship between the rotational position of the wheels and the rotational position of the steering wheel is referred to as the steering ratio.

The steering wheel represents only one example of a possible input device or input element for direction control and accordingly the inventive principle described below can also be transferred to other input devices, for example an input device which is designed as a type of joystick. Because of the greater spread, however, a steering wheel is always assumed as an input device below.

Furthermore, the motor vehicle has a sensor system for monitoring the surroundings of the motor vehicle, the sensor system being set up to acquire information about the surroundings of the motor vehicle and to generate sensor data on the basis of the acquired information. That sensor system is designed here, for example, as an optical system, as a radar system, as a sound system or as a hybrid system, wherein in the case of a hybrid system at least two different sensor units are used which are based on different measurement principles, for example one optical system as one sensory unit and a radar system as a further sensory unit of the hybrid system.

In addition, a control and evaluation unit is part of the motor vehicle, the control and evaluation unit being set up to evaluate sensor data of the sensor system in at least one operating mode in such a way that a surrounding object, for example another motor vehicle or a wall of a tunnel, is recognized in the surroundings of the motor vehicle and a lateral distance to the surrounding object is monitored. In the context of this application, the lateral distance is understood to mean the distance between the motor vehicle and the surrounding object in a transverse direction transverse to a longitudinal direction of the motor vehicle, the longitudinal direction of the motor vehicle typically extending in a direction from a rear to a front of the motor vehicle.

The control and evaluation unit is also expediently set up in order to recognize in the at least one operating mode, based on the sensor data, all relevant environment objects in the environment of the motor vehicle and within the sensor area of the sensor system and to monitor the respective lateral distances from these relevant environment objects. In this case, those objects in the surroundings of the motor vehicle are usually regarded as relevant surroundings objects which have a predetermined minimum size, that is to say which have a specific extent transverse to the transverse direction. As a result, other road users in particular are then recognized as relevant surrounding objects, for example other motor vehicles, cyclists and pedestrians. However, obstacles are also preferably recognized as relevant surrounding objects, for example a protective barrier or guardrail or a wall of a tunnel.

For the sake of simplicity, however, it is usually assumed in the further explanations that only one surrounding object, in particular a motor vehicle, is recognized and, accordingly, that only one surrounding object is located in the sensor area of the sensor system. Nevertheless, the inventive principle described here can always be easily transferred to situations in which several surrounding objects are recognized by the person skilled in the art, in which case the surrounding object that has the smallest lateral distance from the motor vehicle is always of greatest importance. If, in the following, one simply speaks of a surrounding object or of the surrounding object, the surrounding object with the smallest lateral distance from the motor vehicle is always meant, for all cases in which several surrounding objects are recognized.

Furthermore, the control and evaluation unit is set up in such a way that it controls the steering system in the at least one operating mode in such a way that a counter-steering moment is generated when the specified first limit value for the lateral distance to the recognized surrounding object or to the nearest recognized surrounding object is undershot the counter-steering torque is increasingly increased as the value falls below the first limit value and / or that a steering ratio is specified if the value falls below this first limit value and that the steering ratio is increasingly reduced as the value falls below the first limit value.

In this operating mode of the control and evaluation unit, a driver assistance function is then active which influences the steering system, depending on the lateral distance to the surrounding object or to the closest surrounding object, i.e. to the surrounding object that has the smallest transverse distance from the motor vehicle. The motor vehicle then has a driver assistance system, by means of which that driver assistance function or, in short, assistance function is implemented. The driver assistance function preferably also influences the steering system as a function of a steering torque applied by the driver, which is then applied to the steering wheel. The counter steering torque in turn then counteracts this steering torque in particular.

Furthermore, the embodiment in which a counter-steering torque is specified and varied relates above all to steering systems with a steering motor, a corresponding counter-steering torque and possibly also a base counter-steering torque being applied with the aid of the steering motor in such steering systems. The version in which a steering ratio is specified and varied, on the other hand, relates primarily to steering systems with superimposed steering or with decoupled steering, for example to so-called “drive-by-wire” systems. In these cases, typically a counter steering torque is not generated and varied, instead the steering ratio is adjusted, that is to say the relationship between the rotational position of the motor vehicle wheels connected to the steering system and rotatable by the steering system and the rotational position of the steering wheel.

The assistance function described can furthermore preferably be activated and deactivated by a vehicle driver, a corresponding activation or deactivation being able to be carried out, for example, via a switch, button or via a menu selection of an on-board system or on-board computer.

In addition, various design variants are provided for the assistance function and, depending on the application, are accordingly different versions implemented and implemented in the motor vehicle. A distinction must first be made between two types of design variants. The first type is a variant of the assistance function that supports a driver in guiding the motor vehicle. In the case of such design variants, control over the vehicle guidance and thus also responsibility for the vehicle guidance remains in the hands of the vehicle driver. In the case of the second type of embodiment variants, on the other hand, the assistance function implements a partially autonomous or completely autonomous vehicle guidance, so that the driver, if he activates and uses an appropriate assistance function, gives up control of the vehicle guidance at least partially or completely. In simple terms, in the case of the first type of embodiment variants, the vehicle driver is able to override the assistance function at any time, whereas in the case of the second type of embodiment variants, a corresponding assistance function overrides the vehicle operator as long as the assistance function is activated.

Furthermore, an embodiment of the motor vehicle is advantageous in which the control and evaluation unit is set up to control the steering system in such a way that the counter-steering torque increases substantially continuously as the value falls below the first limit value or that the steering ratio increases as the value falls below the the first limit value is substantially continuously reduced. In the simplest case, there is a linear relationship between the change in the counter steering torque and the change in falling below the first limit value for the lateral distance to the surrounding object. However, a connection that can be described by an nth degree polynomial or an exponential connection is preferred.

Alternatively, the control and evaluation unit is set up to control the steering system in such a way that the counter-steering torque is increasingly increased in several, discrete stages as the value falls below the first limit value or that the steering ratio increases in several, discrete stages as the value falls below the first limit value is reduced.

In particular, if an embodiment variant of the assistance function according to the first type is to be implemented, it is further advantageous if the control and evaluation unit is set up to control the steering system in such a way that the countersteering torque for a lateral distance falls below a predetermined second, smaller limit value is kept essentially constant with increasing undershoot or that when the second, smaller limit value for the lateral distance is undershot, the steering ratio is kept constant with increasing undershoot.

In particular in the case of an embodiment variant according to the first type, a maximum value for the counter-steering torque or a minimum value for the steering ratio is therefore preferably specified. The two limit values are then expediently chosen so that a vehicle driver is at any time able to counteract the intervention of the control and evaluation unit in the steering system and to overcome a hurdle associated therewith due to his expected capabilities.

In other words, in such an embodiment variant, the vehicle driver holding the steering wheel feels, for example, an additional steering resistance when the motor vehicle falls below the first limit value for the lateral distance from the surrounding object, and that the steering resistance increases due to the increasing counter-steering torque if the motor vehicle increasingly falls below the first limit value. Nevertheless, based on the capabilities to be expected, the driver of the vehicle is always able to apply a steering torque that overcomes the steering resistance and is therefore greater than the counter-steering torque. In this case, the increasing counter-steering torque merely draws the driver's attention to the fact that the motor vehicle is approaching a surrounding object, without the driver taking control of the vehicle guidance. This means that the driver continues to decide in which direction the motor vehicle is steered, even if this results in a further approach to the surrounding object. As already stated, this applies in particular in the case of an embodiment variant of the assistance function according to the first type.

The situation is similar in the case of the varying steering ratio. In this case, however, the vehicle driver typically does not have to apply a higher steering torque in order to counteract the intervention of the control and evaluation unit in the steering system when the value falls below the first limit value, instead the driver has to turn the steering wheel more strongly. That is, the driver is required to vary the turning angle of the steering wheel more.

An embodiment of the motor vehicle in which the control and evaluation unit is set up to control the steering system in such a way that the value falls below the first is also advantageous Limit or a predetermined second, smaller limit for the lateral distance is prevented. In this case, an embodiment variant of the assistance functions of the second type is typically implemented. For this purpose, a counter-steering torque is generated in particular, which a vehicle driver cannot overcome, since the expected capabilities of a vehicle driver are not sufficient to apply a sufficiently large steering torque, which is therefore greater than the counter-steering torque.

A counter-steering torque is further preferably specified by the control and evaluation unit, by means of which the lateral distance from the surrounding object is kept constant at the value of the first limit value or the second, smaller limit value as soon as the second, smaller limit value is reached, in particular independently whether the driver applies a steering torque against the counter-steering torque or not. That is, in this case, the counter-steering torque is preferably adapted to a steering torque generated by the vehicle driver in order to virtually overrule the vehicle driver, regardless of how large is the steering torque opposite to the counter-steering torque that the vehicle driver applies.

In an analogous manner, the vehicle driver is then virtually overruled even if the steering ratio is adjusted, the steering ratio being adapted to the steering movements of the vehicle driver by the control and evaluation unit by actuating the steering system. Depending on the design variant, the steering ratio is adjusted if necessary so that in extreme cases the steering ratio is also reversed, so that the driver of the vehicle then turns to the right and the vehicle still drives to the left, for example, in order to maintain a constant lateral distance in a left-hand bend to hold a surrounding object.

In such an embodiment variant of the assistance functions, the intervention of the control and evaluation unit in the steering system only prevents the lower or lower limit of the first or second limit for the lateral distance, whereas the vehicle driver is still able to target the motor vehicle to steer in the opposite direction in order to specifically increase the lateral distance to the surrounding object again. I.e. So that in this case a steering action by the driver is typically canceled by the intervention of the control and evaluation unit in the steering system when the driver tries to steer in the direction of the surrounding object, whereas a steering action by the driver is permitted when the driver drives the motor vehicle directs away from the surrounding object.

Another advantage is an embodiment variant in which a mixture of both types of embodiment variants of the assistance function is implemented. The assistance function between the first limit value and the second, smaller limit value of the type of the first type and when the second, smaller limit value of the type of the second type is reached then preferably acts here. This means that if the first limit value is undershot, the driver initially only receives feedback or information in the form of an additional steering resistance and that the assistance function prevents a further reduction in the lateral distance only when the second, smaller limit value is reached, if necessary also by overriding the driver.

The above-described working methods of the design variants of the assistance functions function in principle irrespective of whether the motor vehicle approaches a surrounding object laterally starting from the earth system or whether the surrounding object, for example another motor vehicle, approaches the motor vehicle laterally.

This also means that if the second type of embodiment variant of the assistance function is implemented, a type of avoidance function is typically also implemented, which the motor vehicle can automatically avoid if the surrounding object approaches too far. This is because if the control and evaluation unit prevents the first or second, smaller limit value for the lateral distance from falling below and the surrounding object moving towards the motor vehicle by actuating the steering system, this results in an evasive movement of the motor vehicle in the lateral direction from the surrounding object. For such cases in particular, it is then further preferred that the sensor system also detects road markings and monitors lateral distances from the road markings. If, for example, the lateral distance to a lane marking on the side of the motor vehicle opposite the surrounding object falls below a predetermined lower limit, the motor vehicle is preferably automatically braked or accelerated by the control and evaluation unit.

If, on the other hand, the first type of variant of the assistance function is implemented, the control and evaluation unit is preferably set up to control the steering system independently of any existing road markings and in particular independently of a lateral distance to a road marking, at least independently of a lateral distance to one Road markings on the same side as the surrounding object.

Furthermore, it is useful if the control and evaluation unit is set up to control the steering system in such a way that the counter-steering torque is or is superimposed on a basic counter-steering torque which is dependent on a rotational position of the steering wheel, or that the steering ratio is on a base which is dependent on the rotational position of the steering wheel -Steering translation is or will be superimposed. The base counter-steering torque or the base steering ratio are usually independent of the lateral distance to a surrounding object and thus also irrespective of whether a corresponding assistance function is currently active or not.

It should be borne in mind that current steering systems are designed, for example, such that the steering wheel can only be turned from its zero position with the help of a steering torque applied by a vehicle driver, and that when the steering wheel is turned from the zero position, at least while driving the Motor vehicle builds a base counter-steering torque, which brings the steering wheel back to the zero position, provided that the driver does not oppose the base counter-steering torque (straight running).

Such a basic counter-steering torque is used in particular to specify a basic steering resistance. The basic steering resistance is a steering resistance that is common in current steering systems and typically only depends on the turning position of the steering wheel, which should give the driver a haptic feedback about cornering and about the contact between tires and road and in this way convey a certain driving experience.

According to a further advantageous embodiment variant, the motor vehicle has a receiving device for receiving auxiliary data which are sent by the surrounding object. In addition, the control and evaluation unit is then set up to evaluate the auxiliary data in such a way that the surrounding object is recognized and a lateral distance to the surrounding object is monitored. Those auxiliary data are used, for example, to supplement the sensor data of the sensor system of the motor vehicle and / or to verify the lateral distances determined using the sensor data of the sensor system. Corresponding auxiliary data contain sensor data of a sensor system of another motor vehicle, for example.

The motor vehicle also preferably has a transmission device which is set up to transmit auxiliary data, the auxiliary data usually being based on the sensor data or comprising sensor data and typically having information on the detected surrounding object and on the lateral distance from the surrounding object. In particular if the surrounding object is a further motor vehicle, this auxiliary data can then be used in an analogous manner in the further motor vehicle, at least if the further motor vehicle has comparable equipment with which an assistance function of one of the types described above is implemented.

• 1 in einer Blockschaltbilddarstellung ein Kraftfahrzeug; und
• 2 in einer Draufsicht das Kraftfahrzeug und ein weiteres Kraftfahrzeug in einer Verkehrssituation.

Further advantages, features and details of the invention emerge from the claims, the following description of preferred embodiments and with reference to the schematic drawings. Show:

• 1 in a block diagram representation of a motor vehicle; and
• 2 a top view of the motor vehicle and another motor vehicle in a traffic situation.

An example described below and in 1 Motor vehicle shown in a block diagram representation 2 has a steering system 4 with a steering wheel, a sensor system 6 as well as a control and evaluation unit 8th on. With the help of the sensor system 6 and the control and evaluation unit 8th are preferably several driver assistance systems with different assistance functions in the motor vehicle 2 realized so that neither the sensor system 6 still the control and evaluation unit 8th can be clearly assigned to one of these driver assistance systems.

The sensor system is independent of this 6 to monitor the environment of the motor vehicle 2 set up and thus to collect information about the environment of the motor vehicle 2 , whereby sensor data are generated in operation on the basis of the recorded information. The control and evaluation unit 8th in turn is set up the sensor data of the sensor system 6 evaluate in at least one operating mode in such a way that an environment object that is in the environment and in the sensor area of the sensor system 6 located, is recognized and a lateral distance a to the surrounding object is monitored as long as the surrounding object is in the surroundings and in the sensor area of the sensor system 6 located.

In the following, it is assumed that the surrounding object is another motor vehicle 10 acts, as in the case of the traffic situation in 2 is outlined. Furthermore, for the sake of simplicity, only one surrounding object in the surroundings of the motor vehicle is used below 2 went out. However, the inventive principle explained here can also be applied to cases with several surrounding objects as well Cases with other environment objects, including several different environment objects.

In 2 is the lateral distance a between the motor vehicle 2 and the other motor vehicle 10 at a point in time which is determined by the traffic situation shown, represented by a double arrow, the lateral distance a by the distance between the two motor vehicles 2.10 in a transverse direction 12 transverse to the longitudinal direction 14 of the motor vehicle 2 seen is given. The longitudinal direction extends here 14 in one direction from the stern 16 to the front 18 of the motor vehicle 2 ,

The control and evaluation unit 8th now monitors this lateral distance in the at least one operating mode a to the other motor vehicle 10 , In addition, the control and evaluation unit 8th set up the steering system 4 to be implemented in order to implement an assistance function according to the invention in such a way that if a first limit value is undershot a1 for the lateral distance a a counter steering torque is generated and that the counter steering torque with falling below the first limit value a1 is increasingly increasing. That assistance function is preferred by an operator or user of the motor vehicle 2 can be activated and deactivated, for example via a switch or button.

Various design variants are also provided for the assistance function, and two types of design variants are to be distinguished from one another in principle.

In the first type, the assistance function supports a vehicle driver, operator or user of the motor vehicle 2 while driving without taking control of the vehicle. In this type of embodiment variant, the counter steering torque is then preferably limited to a maximum value, which is typically achieved when a second, smaller limit value is reached a2 for the lateral distance a is achieved. This maximum value is selected such that the vehicle driver is able at all times to apply a steering torque which is greater than the maximum value of the counter-steering torque due to the capabilities to be expected from him. The steering torque is usually specified by the driver via the steering wheel and the counter-steering torque then typically counteracts this steering torque on the steering wheel.

The counter-steering torque thus represents an obstacle that can be overcome and is perceived by the driver as an additional steering resistance in addition to a basic steering resistance, which, however, can be easily overcome by the driver. This perceived additional steering resistance informs the vehicle driver that the motor vehicle is moving 2 at least up to the first limit a1 for the lateral distance a the other motor vehicle 10 has approached. By increasing the counter steering torque with falling below the first limit value a1 the vehicle driver is also informed about the additional steering resistance and how close the motor vehicle is 2 already the other motor vehicle 10 is so that differentiated information is passed on to the vehicle driver via the counter-steering torque. The driver can then feel how far the motor vehicle via the steering wheel and the steering resistance 2 from another motor vehicle 10 is removed, how big is the lateral distance a to another motor vehicle 10 is.

In the second type, the assistance function realizes a partially autonomous or completely autonomous vehicle guidance, in which control of the vehicle guidance is at least partially relinquished by the vehicle driver when the driver activates the assistance function. In this type of embodiment variant, the counter steering torque is preferably adapted such that at least the value falls below a second, smaller limit value a2 for the lateral distance a is prevented. At the latest when the second smaller limit value is reached a2 the value of the counter-steering torque is then typically so high that the corresponding counter-steering torque can no longer be overcome by the driver and the counter-steering torque represents an insurmountable obstacle.

The value of the counter steering torque is typically not only dependent on the lateral distance a specified but also as a function of the steering torque specified by the driver. If the motor vehicle 2 for example, driving straight ahead and the driver executing a steering action through which the motor vehicle 2 threatens to fall below the specified safety distance, in particular the second, smaller limit value a2 for the lateral distance a , the steering action is prevented or compensated for by the assistance function, so that the motor vehicle 2 straight ahead again.

The principle can also be applied to cornering. This is then typically done by the control and evaluation unit 8th a counter steering torque is specified by which the lateral distance a constant at the value of the second, smaller limit a2 is held as soon as the second, smaller limit a2 is reached, in particular regardless of whether the driver applies a steering torque against the counter-steering torque or not. This means that in this case the counter-steering torque is preferred to a from Steering torque generated by the driver is adapted to virtually overrule the driver, regardless of how large the steering torque opposite the counter-steering torque that the driver applies.

In such an embodiment variant of the assistance function, it is also preferred through the intervention of the control and evaluation unit 8th in the steering system 4 only falling below the second, smaller limit a2 for the lateral distance a prevents, whereas it is still possible for the driver to drive the motor vehicle 2 to steer specifically in the opposite direction to the lateral distance a to another motor vehicle 10 to increase again. I.e. So that in this case a steering action by a vehicle driver through the intervention of the control and evaluation unit 8th in the steering system 4 is quasi canceled when the driver tries in the direction of the other motor vehicle 10 to steer, whereas a steering action of the vehicle driver is permitted when the vehicle driver drives the motor vehicle 2 away from the other motor vehicle 10 directs.

Another advantage is an embodiment variant in which a mixture of the two types is realized. The assistant function then acts preferably between the first limit value a1 and the second, smaller limit a2 according to the type of the first type and when the second, smaller limit value is reached a2 by type of the second type. This means that the driver of the vehicle falls below the first limit a1 initially only receives feedback or information in the form of an additional steering resistance and only when the second, smaller limit value is reached a2 a further reduction in the lateral distance a is prevented by the assistance function.

To specify a basic steering resistance, a basic counter-steering torque is preferably also specified, to which the counter-steering torque is then optionally superimposed. The basic steering resistance is a steering resistance that is common in current steering systems and typically only depends on the turning position of the steering wheel, which should give the driver a haptic feedback about cornering and about the contact between tires and road and in this way convey a certain driving experience.

The previously described design variants of the assistance function relate in particular to steering systems 4 with a steering motor, with such steering systems 4 a corresponding counter-steering torque and possibly also a base counter-steering torque is applied or generated with the aid of the steering motor. However, the inventive principle is also with steering systems 4 can be implemented with an overlay steering system or with a decoupled steering system, for example in so-called “drive-by-wire” systems. In these cases, a counter-steering torque is not generated and varied, instead the steering ratio is adjusted, that is to say the relationship between the rotational position and the steering system 4 connected and through the steering system 4 rotatable wheels of the motor vehicle 2 and the turning position of the steering wheel.

Depending on the design variant, the steering ratio is adjusted if necessary so that in extreme cases the steering ratio is also reversed, so that the vehicle driver then steers to the right and the motor vehicle, for example 2 nevertheless drives to the left, for example in a left-hand bend a constant lateral distance from the other motor vehicle 10 to keep.

The above-described working methods of the design variants of the assistance function function in principle regardless of whether the motor vehicle is 2 starting from the earth system the other motor vehicle 10 approaches laterally or whether the other motor vehicle 10 the motor vehicle 2 approached laterally.

This also means that if the second type of implementation variant of the assistance function is implemented or in the case of the previously described mixed variant, a type of avoidance function is typically also implemented, which is the motor vehicle 2 can evade automatically when the other motor vehicle 10 approached too far. Because if the control and evaluation unit 8th by actuating the steering system 4 prevents the second, smaller limit a2 for the lateral distance a is undershot and the other motor vehicle 10 on the motor vehicle 2 moved, there follows an evasive movement of the motor vehicle 2 in the lateral direction away from the other motor vehicle 10 ,

For such cases in particular, it is then further preferred that the sensor system 6 also road markings 20 recognized and lateral distances to the road markings 20 be monitored. Then, for example, falls below the lateral distance to a road marking 20 on the other motor vehicle 10 opposite side of the motor vehicle 2 a predetermined lower limit, the motor vehicle 2 preferably automatically by the control and evaluation unit 8th either slowed down or accelerated.

If, on the other hand, the first type of implementation variant of the assistance function is implemented, the control and evaluation unit is 8th preferably set up the steering system 4 regardless of any existing lane markings 20 and in particular regardless of a lateral distance to a road marking 20 to control, at least regardless of a lateral distance to a lane marking 20 on the same side as the other motor vehicle 10 ,

According to a further advantageous embodiment variant, the motor vehicle has 2 also a reception facility 22 to receive auxiliary data from the other motor vehicle 10 be sent. Then there is also the control and evaluation unit 8th set up to evaluate the auxiliary data in such a way that the further motor vehicle 10 is recognized and the lateral distance a is monitored. That auxiliary data is used, for example, to record the sensor data of the sensor system 6 of the motor vehicle 2 to supplement and / or by means of the sensor data of the sensor system 6 determined lateral distances a to verify.

The motor vehicle more preferably points 2 also a transmitter 24 on, which is set up to send auxiliary data, the auxiliary data information about the further motor vehicle 10 and to the side distance a to the other motor vehicle 10 exhibit. Typically, the sensor data form the sensor system 6 the basis for the auxiliary data. In the other motor vehicle 10 this auxiliary data can then be used in an analogous manner, at least if the further motor vehicle 10 has comparable equipment with which, in turn, an assistance function of one of the types described above is implemented.

LIST OF REFERENCE NUMBERS

2

motor vehicle

4

steering system

6

sensor system

8th

Control and evaluation unit

10

another motor vehicle

12

transversely

14

longitudinal direction

16

Rear

18

front

20

road marking

22

receiver

24

transmitting device

a

lateral distance

a1

first limit

a2

second limit

QUOTES INCLUDE IN THE DESCRIPTION

This list of documents listed by the applicant has been generated automatically and is only included 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.

Patent literature cited

• EP 2032406 B1 [0003]
• WO 2006/37445 A1 [0003]
• EP 1898232 B1 [0004]
• US 2009/0138201 A1 [0004]

Claims (10)

Motor vehicle (2) comprising a steering system (4), a sensor system (6) for monitoring the environment and a control and evaluation unit (8), the control and evaluation unit (8) being set up to evaluate sensor data of the sensor system (6) in this way that an environment object (10) is recognized in the environment and a lateral distance (a) to the environment object (10) is monitored, characterized in that the control and evaluation unit (8) is set up to control the steering system (4) in such a way that if the first distance (a1) falls below the lateral distance (a), a counter-steering torque is generated and that the counter-steering torque increases with the falling below the first limit value (a1) and / or that if the first limit value (a1) is undershot a steering ratio is specified for the lateral distance (a) and that the steering ratio is increasingly reduced as the value falls below the first limit value (a1). Motor vehicle (2) after Claim 1 , characterized in that the control and evaluation unit (8) is set up to control the steering system (4) in such a way that the counter-steering torque is continuously increased as the value falls below the first limit value (a1) or that the steering ratio increases as the value falls below the first Limit value (a1) is continuously reduced. Motor vehicle (2) after Claim 1 , characterized in that the control and evaluation unit (8) is set up to control the steering system (4) in such a way that the counter-steering torque is increased in several stages as the value falls below the first limit value (a1) or that the steering ratio increases as the value falls below of the first limit value (a1) is increasingly reduced in several stages. Motor vehicle (2) according to one of the Claims 1 to 3 , characterized in that the control and evaluation unit (8) is set up to control the steering system (4) in such a way that, when a second, smaller limit value (a2) is undershot for the lateral distance (a), the counter-steering torque is kept constant with an undershoot or that if the second, smaller limit value (a2) for the lateral distance (a) is undershot, the steering ratio is kept constant with increasing undershoot. Motor vehicle (2) according to one of the Claims 1 to 3 , characterized in that the control and evaluation unit (8) is set up to control the steering system (4) in such a way that falling below a second, smaller limit value (a2) for the lateral distance (a) is prevented. Motor vehicle (2) according to one of the Claims 1 to 5 , characterized in that the control and evaluation unit (8) is set up to control the steering system (4) independently of a lateral distance from a road marking (20). Motor vehicle (2) according to one of the Claims 1 to 6 , characterized in that the control and evaluation unit (8) is set up to control the steering system (4) in such a way that the counter-steering torque is superimposed on a basic counter-steering torque which is dependent on a rotational position of a steering wheel, or in that the steering ratio is one on a rotational position of a steering wheel dependent basic steering ratio is superimposed. Motor vehicle (2) according to one of the Claims 1 to 4 , characterized in that it has a receiving device (22) for receiving auxiliary data which is sent by the environmental object (10) and that the control and evaluation unit (8) is set up to evaluate the auxiliary data in such a way that the environmental object (10) is recognized and a lateral distance (a) to the surrounding object (10) is monitored. Motor vehicle (2) according to one of the Claims 1 to 4 , characterized in that it has a transmitting device (24) which is set up to send auxiliary data, the auxiliary data having information on the detected surrounding object (10) and on the lateral distance (a) from the surrounding object (10). Method for operating a motor vehicle (2) according to one of the preceding claims, comprising a steering system (4), a sensor system (6) for monitoring the environment and a control and evaluation unit (8), with sensor data by the control and evaluation unit (8) of the sensor system (6) are evaluated in such a way that an environment object (10) is recognized in the environment and a lateral distance (a) to the environment object (10) is monitored, characterized in that the control and evaluation unit (8) controls the steering system ( 4) actuated in such a way that when a first limit value (a1) is undershot for the lateral distance (a), a counter-steering torque is generated and that the counter-steering torque is increasingly increased as the value falls below the first limit value (a1) and / or when the a steering ratio is specified for the lateral distance (a) and that the steering ratio increases as the value falls below the first limit value (a1) first is increasingly reduced.

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