DE102020117887A1 - Motor vehicle control system, motor vehicle network and use of a motor vehicle - Google Patents

Abstract

In a motor vehicle, an environmental situation for one's own motor vehicle (1) is derived by means of a motor vehicle control system using environmental information available via a system input, and external information about control inputs (SI) and driver status (BR, AB, AO) of a neighboring motor vehicle ( 4) received. Effects on the driving situation of one's own motor vehicle (1) are derived on the basis of the environmental situation and the additional use of external information (SI, BR, AB, AO). Depending on the derived effects, a collision avoidance measure is taken.

Description

The invention relates to a motor vehicle control system. Furthermore, the invention relates to a motor vehicle network and the use of a motor vehicle in such a motor vehicle network.

Motor vehicle control systems are systems that are set up and provided in particular in the form of "assistance systems" to drivers of motor vehicles - such. B. of passenger cars, trucks, buses and the like - to take over for these trip-related tasks or even to take over the guidance of the vehicle partially or completely - in the latter case the vehicle control system also occurs as a "vehicle guidance system". Tasks can be taken over, for example, as part of an acceleration, speed and/or distance control. Support is provided, for example, by recognizing and displaying speed limits, a lane keeping function, a collision warning function and the like. In the case of (partially or fully) autonomous vehicle guidance, a large number of such functions are often bundled in order to determine suitable trajectories, i. H. to be able to determine time-dependent curves or courses, in particular paths along which a vehicle can and should be guided longitudinally and laterally.

In a simple further development, the collision warning function described above has been expanded to become a collision avoidance function with braking intervention. In this case, a braking intervention takes place automatically in order to avoid a collision and/or to alert the driver to a possible risk of a collision. Another step is automatic steering intervention to avoid a collision by means of an evasive maneuver. This is usually based on measurements originating from one's own motor vehicle, for example radar data and/or camera data about the surroundings of one's own motor vehicle, in particular about other motor vehicles. Out EP 3 552 896 A1 In this connection it is known, for example, that the driver of a motor vehicle is shown whether it is possible to change lanes into a gap between two other motor vehicles.

A disadvantage of such a measurement of foreign objects, i. H. In particular, the driving behavior of other motor vehicles is that reactions of a motor vehicle to a control input can often only be determined from the outside with a delay of often 100 ms or more. This delay results, for example, from a latency between a driver's input and the motor vehicle's reaction to it, and also from measurement inaccuracies. Because of this delay, however, there is again a dead time that remains unused for a possible reaction of one's own motor vehicle.

Out EP 3 457 382 A1 it is known, for example, that two motor vehicles exchange their planned trajectories with one another and on the basis of this a risk of collision is estimated.

The invention is based on the object of further improving the avoidance of a collision in motor vehicles.

This object is achieved according to the invention by a motor vehicle control system having the features of claim 1. Furthermore, this object is achieved according to the invention by a motor vehicle network having the features of claim 8 and by using a motor vehicle having the features of claim 10. Advantageous and in part inventive Embodiments and further developments of the invention are set out in the dependent claims and the following description.

The motor vehicle control system according to the invention is designed and provided for use in a preferably land-based motor vehicle, for example a passenger car, a truck or the like. The motor vehicle control system has a controller (also referred to as a control unit or control device), which in turn has a number of system inputs and system outputs. This controller is set up to derive an environmental situation for one's own motor vehicle using environmental information available via a system input, to receive external information about control inputs and driver status of a neighboring motor vehicle via a further system input, and to use the environmental situation with additional use of the external information to affect the driving situation of your own motor vehicle. Furthermore, the controller is preferably also set up to record "own information" about the driving state of one's own motor vehicle via a (particularly additional) system input and to use this own information when deriving the environmental situation - and optionally also when deriving the effects on one's own driving situation - to be taken into account. Furthermore, the controller is set up to take a collision-avoiding measure depending on the derived effects.

The controller is preferably also set up to determine how the effect on one's own driving situation is derived the external information, for example the control inputs, affect the driving situation of the neighboring motor vehicle. In other words, the controller first determines in particular how the neighboring motor vehicle is likely to move on the basis of the control inputs made and uses this to estimate the effects on one's own driving situation.

In particular, the controller is set up to use the environmental situation, for example. Obstacles (stationary or moving obstacles, such as other road users) in the area of its own planned (i.e. using its own information, which is in particular measurement data - e.g. roll - and yaw rate, acceleration, speed, and/or current control inputs, eg steering angle, position of the gas pedal and the like, is extrapolated) to determine trajectory. In addition, the controller is set up to evaluate the external information and preferably to derive a more refined picture of the future environmental situation from it. On the basis of the (external) control inputs, the development of the trajectory along which another motor vehicle is moving can be predicted more precisely and earlier than if this were done in response to a measurable change in the movement of the other (especially neighboring) motor vehicle in space . For example, when the brake, the gas pedal or the steering wheel of the other motor vehicle is actuated, a change in the movement in space can only be detected with a delay. On the basis of the detected actuation, however, the probable change can be determined with a comparatively small delay, in particular it can be precalculated. In addition, a factor for determining a probability that an unforeseen, possibly impermissible change in the trajectory of the neighboring motor vehicle is imminent can be derived from the driver's state.

Within the framework of the motor vehicle network according to the invention, there are at least two motor vehicles, each of which has the motor vehicle control system described here and below. In addition, these motor vehicles each have an environment sensor that is connected to a system input of the corresponding motor vehicle control system, a sensor for detecting at least one control input, a sensor for detecting a driver status, and a communication module for communicating with the other motor vehicle. These motor vehicles are therefore preferably set up to record the external information described in more detail here and below and to make it available to the respective other motor vehicle--in particular by means of the communication module.

The motor vehicle network according to the invention thus has the features and advantages described here and below with reference to the motor vehicle control system in equal measure.

In a preferred embodiment, the controller is set up to process visual information about the driver of the neighboring motor vehicle as external information about the driver's condition. In an optional development, an alertness state, for example alertness or tiredness, is derived from the gaze information. A tired (and thus regularly comparatively inattentive) or exhausted driver regularly tends to react late, often comparatively unpredictably and/or hastily (and thus frequently exaggerated, ie with an excessive intensity) to existing driving situations. Based on this assumption, the controller increases, for example, the probability that an unforeseen or even impermissible maneuver will take place in the neighboring motor vehicle.

In a preferred development, the controller is set up to process information about a driver's line of sight and/or an eye opening state as gaze information (in addition to or as an alternative to the state of alertness). For this purpose, the respective motor vehicle comprises, for example, a camera for monitoring the driver as a sensor system, from the images of which this information can be derived and is also derived within the framework of the motor vehicle network. Additionally or alternatively, a radar sensor is used for this purpose. From the driver's line of sight, for example, a probability can be read that—in particular when the gaze is directed in one direction for a comparatively long time—the driver will also steer his motor vehicle in this direction. It can also be seen from this whether the driver is adequately “monitoring” the surrounding traffic and the probability of an impermissible or other obstructive maneuver is therefore comparatively low. The latter can be read in particular from a combination of control inputs and the visual information. In this way, an increased probability of a (third party surprising) lane change just before an approaching motor vehicle can be derived if the driver has already activated the turn signal, tends towards the neighboring lane, e.g. has already made slight steering angle changes, but based on the visual information none monitoring of the following traffic (e.g. by looking in the side and/or rear-view mirror, looking over the shoulder, etc.). For example, tiredness or also—in particular based on the size of the pupil—a focus position can be derived from the state of the eye opening—in particular in relation to the position of the eyelids. Out the latter can be read, for example, whether potential oncoming traffic could be perceived at all during an overtaking maneuver. In particular, it can also be deduced from the visual information that the driver of the other motor vehicle may be awake and alert, but his attention is focused "wrongly" (in particular not on the possibly complete, surrounding traffic).

Within the scope of the invention, it is possible for the viewing information from the neighboring motor vehicle to be transmitted "unprocessed", e.g. as image data, to the driver's own motor vehicle and for the controller to be set up to use the unprocessed data itself to determine the driver's viewing direction, the state of eye opening and /or infer the state of attention. It is also possible that the other motor vehicle has already determined the state of alertness, the driver's line of sight and/or the state of the eye opening and "only" transmits the corresponding result. In particular with regard to the direction information, the controller is set up in this case to transfer this direction information into the motor vehicle's own coordinate system.

In an expedient embodiment, the controller is set up to process at least one measured variable as external information about control inputs of the neighboring motor vehicle, which is characteristic of a steering angle, an actuation of the gas pedal and/or an actuation of the brake pedal. For example, the respective motor vehicle is set up to record the steering angle specified by means of the steering wheel or the position of the gas or brake pedal as a corresponding measured variable and preferably to transmit it to the other motor vehicle in the motor vehicle network. These measured variables provide information about the current trajectory, but in particular also about changes currently made to the trajectory, which—as explained above—potentially (at least) cannot yet be detected externally. The controller is preferably also set up to compare the aforementioned measured variables, in particular the position of the accelerator pedal, with an engine map also transmitted as external information and/or a current driving position (i.e. in particular the gear currently engaged). This enables a more precise calculation, since it has been recognized that a motor vehicle with a comparatively powerful motor reacts differently to a change in the accelerator pedal position than a motor vehicle with a comparatively weak motor.

In an expedient embodiment, the further system input of the motor vehicle control system is connected to a communication module in the driver's own motor vehicle for wireless communication with the neighboring motor vehicle, at least for receiving the external information. However, this communication module is preferably also set up and provided for the transmission of data, in particular as described in the context of the motor vehicle network according to the invention.

In a further expedient embodiment, the controller is set up to use the external information as effects on the driving situation of one's own motor vehicle to determine a probability that the neighboring motor vehicle will drive along a trajectory that overlaps the trajectory of one's own motor vehicle. Preferably, the controller is additionally or alternatively set up to also determine a so-called residual collision time or "time to collision" and/or other criticality variables that provide information about how likely and close in time a collision can occur and how much time is left to avoid it . In other words, the controller as a whole preferably determines a time-related collision probability.

Here and in the following, “trajectory” is understood to mean, in particular, a time-dependent course along which the respective motor vehicle moves or is controlled to move. The trajectory not only includes an exactly linear course, but is preferably additionally "softened" by a tolerance and safety range around a "core line" in order to be able to map minor steering deviations and the like that are common in normal manual driving.

In an expedient embodiment, the controller is set up to issue a warning as a measure depending on the time-related collision probability, in particular the probability of the respective trajectories overlapping or the other situation-related criticality variables described above (e.g. the time to collision) and /or to initiate an intervention in the planned trajectory of one's own motor vehicle. In the latter case, the intervention is, for example, braking and/or a steering intervention in order to initiate an evasive maneuver.

The warning is expediently directed at the driver's own vehicle and is preferably given by means of optical and/or acoustic outputs. Additionally or alternatively, the driver of the neighboring motor vehicle is also warned, e.g. by means of an acoustic horn, headlight flasher or communication to the neighboring motor vehicle, so that this can issue an (acoustic and/or visual) warning to its driver.

In a preferred embodiment, in particular of the motor vehicle network, the communication module of one motor vehicle is set up to set up a local network, for example as a type of peer-to-peer network, with the communication module of the other motor vehicle. In this case, the communication between the two motor vehicles takes place as so-called “car-to-car” communication.

In an alternative variant, the respective motor vehicles are integrated into a centralized network by means of the communication modules, which is controlled by a (possibly decentralized) server via which the individual data streams are routed.

The invention also relates to a motor vehicle which preferably has the same features as one of the motor vehicles integrated into the motor vehicle network according to the invention. The motor vehicle thus has the motor vehicle control system described above. Furthermore, the motor vehicle includes the environment sensor system described above (e.g. a camera, a radar sensor or the like), which is connected to the corresponding system input of the motor vehicle control system, the sensor system for recording the at least one control input, the sensor system for recording the driver status (e.g. again a camera), as well as the communication module, which is set up and provided in particular for the transmission of the control input and information characterizing the driver's state, ie in particular the external information related to the driver's state.

According to the invention, this motor vehicle is used in a motor vehicle network of the type described above.

• 1 in einer schematischen Seitenansicht ein Kraftfahrzeug mit einem Kraftfahrzeugkontrollsystem, und
• 2 in einer schematischen Draufsicht ein Anwendungsbeispiel aus dem Betrieb des Kraftfahrzeugkontrollsystems.

An exemplary embodiment of the invention is explained in more detail below with reference to a drawing. Show in it:

• 1 in a schematic side view, a motor vehicle with a motor vehicle control system, and
• 2 in a schematic top view, an application example from the operation of the motor vehicle control system.

Corresponding parts and sizes are always provided with the same reference symbols in all figures.

In 1 a motor vehicle, specifically a passenger car, in short: “Car 1” is shown schematically. In addition to a drive system (not shown in more detail), the car 1 has a motor vehicle control system, also referred to as a driver assistance system, “FAS 2” for short. The ADAS 2 is set up and intended to protect a driver of the car 1 from possible collisions with other motor vehicles in 2 e.g. another car 4, or to take other measures.

The car 1 has various sensors that are connected to the system inputs of the ADAS 2. This involves an environment sensor system 6, here in the form of a radar sensor, speed, acceleration and yaw rate sensors (not shown in detail), a steering angle sensor (not shown in detail) coupled to a steering wheel 8, a brake pedal sensor and an accelerator pedal sensor ( each not shown in detail) and interior sensors, here specifically a camera 10, for detecting a viewing direction BR and the eye opening state AO of the driver. Car 2 has comparable sensors.

The ADAS 2 is now set up to determine an environmental situation for the car 1 using the surroundings sensor system 6 . The ADAS 2 determines, for example, the distance to other motor vehicles, their speed and direction of travel, the distance to other obstacles and situation-related collision probabilities and/or other criticality variables (e.g. a time to collision). The ADAS 2 also takes into account its own driving speed and direction (in particular using the steering angle and/or the speed, acceleration and yaw rate sensors) and uses this to determine what is known as a trajectory 12 (see Fig. 2 ) for your own car 1.

In addition, ADAS 2 uses a communication module (not shown) to communicate with other vehicles in the vicinity (“neighboring”) 2 the car 4. From this, the ADAS 2 receives information, so-called external information about control inputs SI, specifically the current steering angle, the position of the brake and/or accelerator pedal and the condition of the driver of the car 4. Its condition is determined by the car 4, determined in particular by a local driver assistance system based on (by means of the sensor system described above) recorded visual information. As described above for the car 1, these include the viewing direction BR, an attention range AB derived therefrom (indicated by chain-dotted lines) and the eye-opening state AO. The attention area AB describes an area that opens approximately conically around the viewing direction BR, in the driver (with his eyes open) can perceive things.

The car 4 also transmits identification information, which the ADAS 2 of the car 1 uses to unambiguously assign the received external information to the car 4 . In the present exemplary embodiment, this identification information is the position of the car 4, so that the car 1 knows (or at least can determine) which “object” in its environment has transmitted the external information.

The ADAS 2 of the car 1 analyzes the external information of the car 4 and uses it to specify the probability of a collision of the car 1 with the car 4. The ADAS 2 uses the steering angle and the pedal position in conjunction with the viewing direction BR to determine an expected trajectory 14 for the car 4 (in the case according to 2 i.e. whether the car 4 will turn right at the junction leading to a priority road). ADAS 2 uses viewing direction BR and attention range AB to determine whether the driver of car 4 could see his own car 1 at all. From this—in particular in connection with the lack of actuation of the brake—an increased probability can be derived that the driver of the car 4 will turn off without paying attention to the car 1 . The tiredness of the driver can be derived from the eye opening state AO, among other things (in particular based on a time profile). The ADAS 2 also derives an increased probability of driving errors and inattention from increased tiredness, so that from the viewing direction BR, attention range AB and eye opening state AO there would be a particularly high probability that the driver of the car 4 would overlook the car 1.

In this case, the trajectory 14 would also overlap in time with the trajectory 12, so that a collision is comparatively likely. ADAS 2 is now set up to first issue a warning, for example by means of visual information, if there is still a sufficiently large (e.g. greater than 1 second) time gap until the junction (or a sufficiently long time to collide with the car 4). to the car coming from the right 4. If the time gap or time to collision is smaller, the ADAS 2 also initiates braking and/or an evasive maneuver (the latter if the adjacent lane is free).

The subject of the invention is not limited to the embodiment described above. Rather, further embodiments of the invention can be derived by the person skilled in the art from the above description.

Reference List

1

automobile

2

FAS

4

automobile

6

environmental sensors

8th

steering wheel

10

camera

12

trajectory

14

trajectory

AWAY

area of attention

oh

eye opening state

BR

line of sight

S.I

control input

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was 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.

Patent Literature Cited

• EP 3552896 A1 [0003]
• EP 3457382 A1 [0005]

Claims (10)

Motor vehicle control system (2), having a controller which has a number of system inputs and system outputs, the controller being set up to - derive an environmental situation for one's own motor vehicle (1) on the basis of environmental information available via a system input, - to receive external information about control inputs (SI) and driver status (BR, AB, AO) of a neighboring motor vehicle (4) via a further system input, - derive effects on the driving situation of one's own motor vehicle (1) based on the surrounding situation with additional use of external information (SI, BR, AB, AO), and - to take a collision avoidance measure depending on the derived effects. Motor vehicle control system (2) according to claim 1 , wherein the controller is set up to process visual information (BR, AB, AO) about the driver of the neighboring motor vehicle (4) as external information about the driver's state. Motor vehicle control system (2) according to claim 2 , wherein the controller is set up to process information about a driver's viewing direction (BR) and/or an eye opening state (AO) as viewing information. Motor vehicle control system (2) according to one of Claims 1 until 3 , wherein the controller is set up to process at least one measured variable as external information about control inputs (SI) of the neighboring motor vehicle, which is characteristic of a steering angle, an actuation of the accelerator pedal and/or an actuation of the brake pedal. Motor vehicle control system (2) according to one of Claims 1 until 4 , wherein the further system input in the intended use state with a communication module of the own motor vehicle (1) for wireless communication with the neighboring motor vehicle (4) at least for receiving the external information (SI, BR, AB, AO) is connected. Motor vehicle control system (2) according to one of Claims 1 until 5 , wherein the controller is set up to use the external information (SI, BR, AB, AO) as an impact on the driving situation of one's own motor vehicle (1) a probability that the neighboring motor vehicle (4) will travel a trajectory (14) that overlaps with the trajectory (12) of one's own motor vehicle (1), and/or to determine a remaining collision time. Motor vehicle control system (2) according to claim 6 , wherein the controller is set up to issue a warning as a measure depending on the probability or the remaining time of the collision and/or to initiate an intervention in the planned trajectory (12) of one's own motor vehicle (1). Having a motor vehicle network, at least two motor vehicles (1, 4), each of which has a motor vehicle control system (2) according to one of Claims 1 until 7 , an environment sensor (6) which is connected to a system input of the motor vehicle control system (2), a sensor for detecting at least one control input (SI), a sensor (10) for detecting a driver status, and a communication module for communication with the other motor vehicle in each case (4). motor vehicle network claim 8 , wherein the communication module of a motor vehicle (1) is set up to set up a local network with the communication module of the other motor vehicle (4). Use of a motor vehicle (1) having a motor vehicle control system (2) according to one of Claims 1 until 7 , an environment sensor (6), which is connected to a system input of the motor vehicle control system (2), a sensor for detecting at least one control input (SI), a sensor (10) for detecting a driver status, and a communication module for communicating with another motor vehicle ( 4), in particular for transmitting the control input (SI) and information characterizing the driver's state to the other motor vehicle (4), in a motor vehicle network claim 8 or 9 .

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