EP1284896A1 - Procede et dispositif servant a avertir le conducteur de l'etat de conduite d'un vehicule - Google Patents

Procede et dispositif servant a avertir le conducteur de l'etat de conduite d'un vehicule

Info

Publication number
EP1284896A1
EP1284896A1 EP01945006A EP01945006A EP1284896A1 EP 1284896 A1 EP1284896 A1 EP 1284896A1 EP 01945006 A EP01945006 A EP 01945006A EP 01945006 A EP01945006 A EP 01945006A EP 1284896 A1 EP1284896 A1 EP 1284896A1
Authority
EP
European Patent Office
Prior art keywords
feedback
driver
vehicle
driving
driving system
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP01945006A
Other languages
German (de)
English (en)
Inventor
Stefan Beyer
Martin Moser
Reinhold Schneckenburger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of EP1284896A1 publication Critical patent/EP1284896A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17555—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for enhancing driver or passenger comfort, e.g. soft intervention or pre-actuation strategies
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/02—Active or adaptive cruise control system; Distance control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/08—Coordination of integrated systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/09—Complex systems; Conjoint control of two or more vehicle active control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/143—Alarm means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/801—Lateral distance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data

Definitions

  • the invention relates to a method and a device for reporting the current driving state of a vehicle, in particular a motor vehicle, to the driver with a plurality of driving system devices.
  • Such a driving system device is, for example, a distance control device for controlling the distance relative to a vehicle in front (known by the applicant under the term "Distronic"), a speed control device (cruise control), a collision avoidance device, e.g. by detection of oncoming vehicles when overtaking, a tire pressure monitoring system, a corner warning device for timely warning of corners when the vehicle's longitudinal speed is too high, which in a further expansion stage can also cause braking and / or steering intervention to prevent a corner from being passed at an impermissibly high speed or any other driving system device that can be made available to the driver as an assistance device.
  • a distance control device for controlling the distance relative to a vehicle in front
  • a speed control device e.g. by detection of oncoming vehicles when overtaking
  • a tire pressure monitoring system e.g. by detection of oncoming vehicles when overtaking
  • a tire pressure monitoring system e.g. by detection of oncoming vehicles when overtaking
  • a tire pressure monitoring system e.g. by detection
  • such driving system devices can only carry out a warning function in order to inform the driver of a certain driving condition, for example if the tire pressure is not in an allowed range.
  • the driving system devices automatically influence the driving state, for example by a steering or braking intervention, without manual intervention by the driver.
  • a Stand control device can be provided that automatically brakes the vehicle if the distance to the vehicle in front is too short.
  • These driving system devices also serve to inform the driver whether an automatic intervention to influence the driving state is currently being carried out and / or whether the vehicle is in a critical driving state. If there are several driving system devices in the vehicle, the number of information conveyed to the driver can confuse and overwhelm the driver, especially if, in critical driving situations, several driving system devices simultaneously forward information to the driver, who is already heavily used due to the critical driving situation.
  • the present invention has for its object to provide a method and an apparatus for performing the method in order to provide the driver with sufficient information about the driving state when integrating a plurality of driving system devices in a vehicle, in order to avoid overloading the driver.
  • the driving system devices provided in the vehicle generate output signals depending on the driving state variables determined in each case.
  • the output signals represent request signals for feedback of the driving state to the driver. They are fed to a coordination device which, depending on the output signals which are present at the same time, generates a feedback signal which is fed to the feedback arrangement, which in turn, depending on the feedback signal received, provides driver feedback which provides the driver with information causes.
  • the driver feedback can be an optical and / or acoustic and / or haptic driver feedback.
  • the optical driver feedback can take place by means of suitable display devices such as displays, illuminated symbol fields or the like.
  • the existing loudspeakers of the audio system in the vehicle can be used for acoustic driver feedback, and the acoustic output can take the form of sounds, signals and / or in the form of speech.
  • haptic driver feedback the driver is given feedback forces or feedback moments, e.g. by means of the control elements that can be handled by the driver, such as steering control element, brake control element, etc.
  • the present output signals of the driving system devices are expediently prioritized in order to generate the feedback signal.
  • the feedback signal takes into account the importance of the present output signals for the driver, the priority of the output signals corresponding to their importance.
  • the output signals with a higher priority are given priority over the output signals with a lower priority.
  • the driving system devices are divided into several groups with different group priorities, the output signals of a group with a higher group priority being used in the generation of the feedback signal over the output signals of the driving system devices of a group with a lower group priority.
  • the function of the driving system devices can be divided into groups. For example, the driving system devices of a group with a high group priority requesting automatic safety intervention and the driving system devices only serving to warn the driver be assigned to a group with a low group priority. It is possible here to take into account only the output signals of the driving system devices of a single group of driving system devices for generating the feedback signal.
  • a predeterminable driver feedback is assigned to each output signal of the driving system devices. If the feedback signal takes into account only one output signal, for example by means of a corresponding prioritization of the output signals, the driver feedback can be determined in a simple manner and can be caused in the feedback arrangement.
  • a predeterminable driver feedback is assigned to each feedback signal. Even if the feedback signal consists of several output signals or takes into account several output signals, a certain driver feedback can be assigned to each possible feedback signal.
  • the driver feedback signal depending on the combination of the output signals taken into account, e.g. generated in the feedback order.
  • a driver feedback can also be stored and called up accordingly.
  • additional signals such as sensor signals from vehicle sensors, which contain information about the driving state of the vehicle and / or setting signals, which correspond to manual settings or instructions of the driver, are taken into account when generating the feedback signal.
  • the assessment of which driver feedback is to be requested by means of the feedback signal has more extensive information available, so that the driver is informed in a more targeted manner can be and the importance of the existing output signals can be better assessed.
  • the feedback arrangement for causing the haptic driver feedback has a feedback actuator unit which is used to provide the driver with at least part of the variables such as forces or moments that occur when driving, by causing feedback forces acting on the driver convey.
  • These feedback values can be applied in the form of feedback forces or feedback moments in particular to electronic or electrical control elements (X-by-wire control elements such as electrical brake control element or electrical steering control element) in order to convey a realistic and familiar operating feeling to the driver.
  • the feedback signal can be formed in such a way that the feedback variables caused in the feedback actuator unit are influenced in the presence of a critical driving condition to inform or warn the driver.
  • the feedback steering forces reported back to the driver by means of the steering control element during driving can be varied in time in the presence of a critical driving state, so that vibration of the steering control element is achieved, for example.
  • the feedback values for the haptic feedback which are also reported during the uncritical, normal driving operation of the vehicle, can be changed in order to provide the driver with specific information, e.g. to convey about the occurrence of a critical driving condition.
  • the feedback actuator unit has a steering simulation actuator for feedback to the driver of the wheel steering force acting on the steerable wheels of the vehicle against the deflection movement of the wheels when steering, which generates a feedback steering variable on the steering control element that correlates with the wheel steering force.
  • the feedback quantity can be, for example, a feedback steering torque or a feedback steering force that is applied by the steering simulation actuator to the steering control element.
  • the feedback actuator unit can have a brake simulation actuator which produces a feedback brake variable on the brake control element which correlates with the braking behavior of the vehicle, in particular with the braking force.
  • This configuration is particularly suitable for an electric brake control element. In this way, even in non-critical driving situations, the driver is given an operating feeling that corresponds to the strength of the actuation when the brake control element is actuated.
  • the exact relationship between the strength of the actuation and the feedback brake size generated, in particular feedback brake force, can be specified as desired.
  • the feedback actuator unit has a roll angle influencing actuator which influences the roll angle and which informs the driver of an inadmissible yaw behavior of the vehicle.
  • the roll angle can be conveyed to the driver as a measure of the yaw behavior by means of the vehicle body.
  • a large roll angle can indicate to the driver that the vehicle is approaching an unstable driving state or is in an unstable driving state.
  • the coordination device is connected to a driving state control or control device, in particular a driving dynamics control device, wherein the driving state control or control device can transmit a driving status signal to the coordination device, which is taken into account when generating the feedback signal.
  • a further signal is thus available to the coordination device in order to evaluate the importance of the output signals of the driving system devices and to produce a corresponding feedback signal.
  • the driving state control or control device can be connected to vehicle actuator devices such as steering angle actuator device, brake actuator device, wherein the vehicle actuator devices can transmit their operating state to the driving state control or control device, which takes into account the operating state of the vehicle actuator devices when the driving state signal is produced. The failure or malfunction of certain vehicle actuator devices can thus also be taken into account when generating the feedback signal.
  • the method and the device according to the invention are explained in more detail below with reference to the attached drawing.
  • the single figure shows a block diagram of an embodiment of the device according to the invention.
  • a block diagram of the device 5 according to the invention is shown, which is used to coordinate a plurality of driving system devices 6 in a vehicle (not shown), in particular a motor vehicle or passenger car.
  • the number of available driving system devices 6 is basically arbitrary and depends on the equipment of the vehicle.
  • the driving system devices 6 are, for example, divided into safety, comfort and warning system devices and could also be referred to as driver assistance devices. They are available to support the driver in certain driving conditions or driving situations of the vehicle.
  • the safety system device provided in the exemplary embodiment is formed by a brake-steering assistance device 7 (so-called “advanced brake assistance”) which automatically brakes or brakes depending on detected obstacles on the road. Steering interventions can be carried out to avoid a collision with the obstacle.
  • a curve safety device (“Intelligent Predictive System”) is also suitable as the safety system device, the curves via GPS in advance recognizes and, if necessary, adapts the speed of the vehicle to the curve radius in good time before the curve in order to prevent unstable driving conditions of the vehicle when cornering.
  • the comfort system device provided as an example is implemented as a distance control device 8 (known by the applicant under “Distronic") which, depending on the distance to a vehicle in front, carries out braking interventions in order to maintain a predetermined safety distance.
  • a comfort system device also includes a driving system device 6, referred to as “Staumatic”, which enables the vehicle to drive autonomously in a traffic jam, with automatic steering and braking.
  • the warning system device provided according to the figure is a tire pressure warning device 9, which warns the driver acoustically and / or optically and / or haptically of excessively low or too high air pressure in one of the tires of the vehicle.
  • a danger point warning device could also be provided, which warns the driver of bends, confusing intersections or the like if the longitudinal vehicle speed is not adapted to the relevant danger point.
  • the danger point can e.g. can be recognized in advance using GPS.
  • comfort and warning system devices are also known, which can be provided as driving system device 6 in any number and in any combination in the vehicle, deviating from the exemplary embodiment shown.
  • the driving system devices 6 each have one or more sensors 10, which are only shown schematically in the figure.
  • the brake-steering assistance device 7 has, for example, at least one radar sensor 11 for detecting obstacles in the vicinity of the vehicle.
  • the distance control Direction 8 has a radar sensor 12a for determining the distance to the vehicle in front and a longitudinal vehicle speed sensor 12b.
  • the tire pressure warning device 10 includes a plurality of tire pressure sensors 13 for measuring the tire pressure in each of the tires of the vehicle.
  • the driving system devices 6 furthermore each have a driving system control device 14 or 15 or 16, which is connected to a coordination device 18 via an electrical first conductor arrangement 19.
  • Each driving system control unit 14, 15, 16 can be separately connected to the coordination device 18 or the first conductor arrangement 19 can be designed as a bus system, via which the driving system devices 6 and the coordination device 18 can communicate.
  • a driving state control or control device 22 is electrically connected to the coordination device 18, which is formed, for example, by a driving dynamics control device 23.
  • the vehicle dynamics control device 23 is, for example, the ESP control device already present in the applicant's vehicles.
  • the coordination device 18 can be integrated with the driving state control device 22 and / or the driving system control devices 14, 15, 16 of the driving system devices 6 in a central unit 24. According to the figure, in the preferred exemplary embodiment, the coordination device 18, the driving state control or control device 22 designed as a driving dynamics control device 23 and the driving system control devices 14, 15, 16 are combined as one component in the central unit 24, which is shown schematically by a broken line.
  • the vehicle can have a plurality of actuator devices 26 for influencing the vehicle movement in the longitudinal direction (x direction), in the transverse direction (y direction) and in the vertical direction (z direction) of the vehicle.
  • Brake device 27, steering device 28 and motor control device 29 are connected to the driving dynamics control device 23 for communication by means of an electrical second conductor arrangement 30.
  • the actuator devices 26 can also have an active spring-damper device, a transmission control device or the like. Combinations of any controllable actuator devices 26 in any number come into consideration.
  • a sensor arrangement 34 is provided, which, according to the example, is connected to the coordination device 18 and the driving dynamics control device 23 via an electrical third conductor arrangement 35.
  • the sensor arrangement 34 comprises sensors for determining the yaw angular velocity, the longitudinal vehicle speed, the longitudinal vehicle acceleration, the lateral vehicle acceleration, the wheel speeds, and the steering wheel torque.
  • the sensor signals of the sensor arrangement 34 contain information about the overall driving state of the vehicle.
  • any driving state information that the coordination device 18 and / or the driving dynamics control device 23 can be determined by means of the sensor arrangement 34.
  • the vehicle acceleration in the z direction (direction of the vertical axis of the vehicle), the steering wheel angle, the vehicle transverse speed or the vehicle speed in the z direction can also be determined in the sensor arrangement 34 and transmitted to the coordination device 18 and the driving dynamics control device 23 as information about the current driving state of the vehicle become.
  • the sensors of the sensor arrangement 34 can also serve, at least in part, as sensors 10 for the driving system devices 6 or vice versa, if there is a redundancy due to safety considerations should not be desired.
  • the longitudinal vehicle speed sensor 12b of the distance control device 8 can simultaneously serve as a sensor of the sensor arrangement 34.
  • an adjustment arrangement 36 which serves for the manual specification of driving parameters.
  • the driver can use e.g. influence the steering behavior (degree of directness of the steering, steering ratio), the pedal characteristics, the engine control, etc. in order to be able to choose a sporty, comfortable or other vehicle design variant.
  • the driver can be given a choice between different modes such as "Sport”, “Comfort”, “Standard”, etc. to adjust the overall tuning of the vehicle.
  • the setting arrangement 36 is electrically connected to the coordination device 18 and transmits setting signals to the coordination device 18.
  • the coordination of the vehicle currently selected by the driver and the resulting setting values of the vehicle devices can be determined in the coordination device 18.
  • the "steering gear ratio" which is variably adjustable in an electronic steering device, or the damping factor of a spring-damper device (not shown in more detail) that is currently set can be determined. Since these setting values influence the driving behavior of the vehicle, they must be known when assessing the driving condition (stability or instability).
  • the coordination device 18 is connected to a feedback arrangement 40 via a fourth conductor arrangement 38.
  • an optical conductor arrangement can also be provided, for example by means of glass fiber conductors. Also any other arbitrary transmission arrangement between the devices connected by the provided conductor arrangements is possible in principle.
  • the driving system devices 6 generate output signals as a function of the driving state variables determined by the sensors 10 of the respective driving system device 6.
  • the driving state variables determined by the various driving system devices 6 depend on the specific function of the respective driving system device 6, with each driving system device 6 being assigned only a partial safety aspect of the overall driving state of the vehicle for monitoring, control or regulation.
  • the distance control device 8 can determine the distance to the vehicle in front and the relative speed of the two vehicles.
  • the tire pressure warning device determines the air pressure in all tires of the vehicle and the brake-steering assistance device 7 determines the position of obstacles and the relative speed of the vehicle relative to the detected obstacles.
  • the driving system device 6 determines a driving state variable that is not in a correspondingly permissible range, then the driving system device 6 in question generates an output signal.
  • the coordination device 18 can initiate an intervention of a relevant actuator device 26 of the vehicle and / or generate a feedback signal which is forwarded to the feedback arrangement 40 in order to produce an optical and / or acoustic and / or haptic driver feedback.
  • the driver feedback provides the driver with information about the driving state of the vehicle.
  • a driver feedback can also be, for example, the transmission of automatic interventions currently being carried out by the driving system devices 6.
  • the driver can be informed about an automatic brake intervention by displaying the corresponding symbol in a display field in the area of the dashboard and / or by means of a corresponding acoustic output.
  • the coordination function of the coordination device 18 with regard to the requirement for regulating or controlling the driving state by means of an intervention in one of the actuator devices 26 is the subject of the patent application filed on the same day by the applicant with the title "Method and device for coordinating several driving system devices of a vehicle" (internal Az : P033164 / DE / 1), to which full reference is made here.
  • the present output signals are transmitted to the coordination device 18 by means of the first conductor arrangement 19.
  • the coordination device 18 serves to generate a feedback signal for the feedback arrangement 40 from the output signals caused by the driving system devices 6.
  • the feedback signal is determined in the coordination device 18 as a function of the output signals of the driving system devices 6 present at the time of the calculation.
  • the coordination device 18 prioritizes the feedback signal.
  • the output signals of the driving system devices 6 of a group of driving system devices 6 with high group priority are used primarily when determining the feedback signal compared to the output signal signals originating from driving system devices 6 of a group of driving system devices 6 with a low group priority.
  • the number of groups of driving system devices 6 formed is in principle arbitrary.
  • the driving system devices 6 could be divided into three groups: a safety system device group to which all the safety-relevant driving system devices 6 are assigned, a comfort system device group to which the driving system devices 6 that only concern the comfort of the driver and a warning system device group to which the driving system devices 6 are assigned, which do not request actuation of actuator devices 26 which influence the movement of the vehicle, but which warn the driver of a current impermissible driving state.
  • the safety group devices can be assigned the highest group priority and the warning devices the lowest group priority.
  • the driving system devices 6 can also be divided into different groups, or a different priority assignment is possible.
  • the group priority of the groups of driving system devices whose driving system devices 6 have generated at least one non-zero output signal is compared and only the control signals which are assigned to the driving system devices 6 of the group with the comparatively highest group priority are taken into account when determining the control result signal.
  • 6 driving system priorities can be assigned to the driving system devices.
  • the driving system priorities also serve to weight the output signals of the driving system devices 6 differently depending on the driving system priority when determining the feedback signal.
  • Different driving system priorities can be assigned to the driving system devices 6 of a common group of driving system devices. If the driving system devices 6 are not divided into different groups, a driving system priority can be assigned to each individual driving system device 6.
  • the priorities are basically assigned to the driving system devices 6 according to their importance.
  • the feedback signal either only the output signals that come from the driving system devices 6 with the comparatively highest priority can be taken into account, or several output signals are used to determine the feedback signal whose driving system devices 6 have different priorities.
  • the maximum number of output signals taken into account can be limited in order to limit the information reported back to the driver at the same time, so that the driver, e.g. in critical driving situations, e.g. not to be overwhelmed when there is an unstable driving condition, but nevertheless to be sufficiently informed.
  • the coordination device 18 takes further signals into account for determining the feedback signal.
  • the coordination device 18 receives these signals in the form of sensor signals of the sensor arrangement 34, in the form of setting signals of the setting arrangement 36 and in the form of a driving state signal of the driving dynamics control device 23.
  • the information from the setting signals, the sensor signals and the driving state signal can be used as additional evaluation criteria when determining serve the feedback signal.
  • the priorities of the driving system devices 6 are not unchangeable, but are determined as a function of the sensor signals and / or setting signals and / or the driving state signal.
  • signals can also be included directly in the determination of the feedback signal by means of the coordination device 18 and can therefore be treated by the coordination device 18 as an output signal of the driving system devices 6.
  • the actuator devices 26 transmit, for example, their operating status to the vehicle dynamics control device 23 by means of the second conductor arrangement 30.
  • the operating state of the actuator devices is used to generate the driving state signal of the vehicle dynamics control device 23.
  • the operating state of the actuator devices 26 is therefore also transmitted to the coordination device via the driving state signal.
  • the feedback arrangement 40 is provided for generating an optical and / or acoustic and / or haptic driver feedback as a function of the received feedback signal.
  • This can therefore be a display on a display panel, an acoustic signal or voice output or also a force acting on the driver - such as vibrations - for haptic driver feedback. Any combinations of the optical, acoustic and haptic output forms are also possible.
  • Each possible output signal can be assigned a specific, predefinable driver feedback, the assignment being stored, for example, in a memory.
  • the feedback signal takes into account several output signals, depending on the feedback signal, e.g. a new driver feedback is generated from the driver feedback assigned to the output signals taken into account.
  • Another possibility is to specify a specific driver feedback for each possible feedback signal and to store it in a memory, all output signals and their possible combinations already being taken into account are. It is not necessary to generate new driver feedback depending on the feedback signal.
  • the feedback arrangement contains a feedback actuator unit 42, which can cause feedback variables that can be transferred to the driver, such as feedback forces or feedback moments, so that certain, e.g. when steering or braking - forces can be conveyed to the driver through simulation, so to speak.
  • feedback values also serve to convey a safe and familiar driving experience to the driver in a normal, uncritical driving state.
  • the feedback actuator unit 42 can have a steering simulation actuator if the vehicle is equipped with an electric steering control element.
  • the steering simulation actuator effects a feedback steering size on the steering control element during manual steering, e.g. a feedback steering torque or a feedback steering force - depending on the configuration of the steering control element as a joystick-like steering control element or as a steering wheel.
  • the feedback steering size correlates with the wheel steering force acting on the steerable wheels when they deflect.
  • the relationship between the wheel steering force and the feedback steering force can be predetermined in an electric steering device by programming.
  • the feedback actuator unit 42 can have a brake simulation actuator which applies a feedback brake variable which correlates with the braking behavior of the vehicle to the brake control element when braking. For example, any relationship can be specified between the braking force set by means of the braking device and the feedback braking variable formed by a feedback braking force.
  • the above-mentioned feedback values can be achieved by means of the feedback actuator unit if there is a critical driving condition 42 can be influenced.
  • the feedback variables simulated as driver feedback during the normal, uncritical driving state such as feedback brake variable or feedback steering variable, can be superimposed on a superimposition signal which serves to inform and in particular warn the driver of a critical driving state.
  • a critical driving condition exists when an unstable driving condition has been reached or is expected.
  • the relevant superimposition signal is requested from the coordination device 18 by means of the feedback signal.
  • the feedback actuator unit 42 then superimposes the feedback quantity in question with the requested superimposition signal and outputs the haptic driver feedback generated. For example, vibrations, slight vibrations or the like can be generated on the brake control element and / or on the steering control element in this way.
  • the superimposition can be realized by addition, modulation or an otherwise known type of superimposition.
  • the feedback actuator unit 42 can furthermore have a roll angle influencing actuator. If the feedback signal indicates an impermissible yaw behavior, the impermissible yaw behavior can be conveyed to the driver haptically by setting a corresponding roll angle of the vehicle by means of the roll angle influencing actuator.
  • the roll angle set by means of the roll angle influencing actuator can increase the closer the vehicle comes to a critical driving state.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Regulating Braking Force (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Controls For Constant Speed Travelling (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

La présente invention concerne un procédé servant à avertir le conducteur de l'état de conduite actuel d'un véhicule doté de plusieurs installations de système de conduite, et un dispositif servant à mettre en oeuvre le procédé. Les installations de système de conduite produisent, en fonction de l'état de conduite actuel, des signaux de sortie à partir desquels est produit un signal d'avertissement destiné à un dispositif d'avertissement du véhicule. Afin de permettre aux informations relatives à l'état de conduite actuel d'être déterminées, le dispositif d'avertissement produit un message d'avertissement au conducteur.
EP01945006A 2000-05-23 2001-04-14 Procede et dispositif servant a avertir le conducteur de l'etat de conduite d'un vehicule Withdrawn EP1284896A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10025492 2000-05-23
DE10025492A DE10025492A1 (de) 2000-05-23 2000-05-23 Verfahren und Vorrichtung zur Rückmeldung des Fahrzustands eines Fahrzeugs an den Fahrer
PCT/EP2001/004284 WO2001089897A1 (fr) 2000-05-23 2001-04-14 Procede et dispositif servant a avertir le conducteur de l'etat de conduite d'un vehicule

Publications (1)

Publication Number Publication Date
EP1284896A1 true EP1284896A1 (fr) 2003-02-26

Family

ID=7643239

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01945006A Withdrawn EP1284896A1 (fr) 2000-05-23 2001-04-14 Procede et dispositif servant a avertir le conducteur de l'etat de conduite d'un vehicule

Country Status (5)

Country Link
US (1) US20030191573A1 (fr)
EP (1) EP1284896A1 (fr)
JP (1) JP2003534195A (fr)
DE (1) DE10025492A1 (fr)
WO (1) WO2001089897A1 (fr)

Families Citing this family (40)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10160900B4 (de) * 2001-12-12 2017-03-23 Man Truck & Bus Ag Fahrgeschwindigkeitsregler für ein Kraftfahrzeug, insbesondere Nutzfahrzeug
DE10212782A1 (de) * 2002-03-22 2003-10-02 Bayerische Motoren Werke Ag Kraftfahrzeug mit einem Navigationssystem
DE10220102A1 (de) * 2002-05-04 2003-11-20 Audi Ag Lenkrad, Informationssystem und Verfahren zur Informationsausgabe über ein Lenkrad
AT412916B (de) * 2002-07-19 2005-08-25 Avl List Gmbh Verfahren zur simulation des fahrverhaltens von fahrzeugen
AT411713B (de) * 2002-07-19 2004-04-26 Avl List Gmbh Verfahren und vorrichtung zur simulation des fahrverhaltens von fahrzeugen
JP2004090899A (ja) * 2002-09-04 2004-03-25 Advics:Kk 車両用ブレーキ警報装置
DE10241922A1 (de) 2002-09-10 2004-03-18 Bayerische Motoren Werke Ag Fahrerassistenzsystem für ein Strassenfahrzeug
JP3941640B2 (ja) * 2002-09-18 2007-07-04 日産自動車株式会社 車両用運転操作補助装置、車両用運転操作補助方法、およびその方法を適用した車両
DE10254388A1 (de) * 2002-11-18 2004-05-27 Volkswagen Ag Verfahren und Vorrichtung zum Bandende- oder Werkstatt-Test von Fahrzeug-Assistenzsystemen
KR100521169B1 (ko) * 2002-12-27 2005-10-12 현대자동차주식회사 롤 오버 제어 방법
EP1437275A1 (fr) * 2003-01-09 2004-07-14 Ford Global Technologies, Inc. Un dispositif de freinage amélioré pour véhicule automobile
DE10302776A1 (de) * 2003-01-24 2004-08-12 Esg Elektroniksystem- Und Logistik-Gmbh Verfahren zur Erzeugung wenigstens eines Hinweissignals in einem Fahrzeug
US7653471B2 (en) 2003-02-26 2010-01-26 Ford Global Technologies, Llc Active driven wheel lift identification for an automotive vehicle
US9162656B2 (en) 2003-02-26 2015-10-20 Ford Global Technologies, Llc Active driven wheel lift identification for an automotive vehicle
GB0314236D0 (en) * 2003-06-19 2003-07-23 Ford Global Tech Llc Improved method of vehicle control
FR2856962B1 (fr) * 2003-07-03 2005-12-02 Peugeot Citroen Automobiles Sa Procede et systeme d'assistance au controle de la vitesse d'un vehicule automobile, et support d'enregistrement d'informations pour la mise en oeuvre du procede
JP3882797B2 (ja) 2003-08-08 2007-02-21 日産自動車株式会社 車両用運転操作補助装置および車両用運転操作補助装置を備える車両
JP4254501B2 (ja) * 2003-11-20 2009-04-15 日産自動車株式会社 車両用運転操作補助装置および車両用運転操作補助装置を備えた車両
WO2005061296A1 (fr) * 2003-12-20 2005-07-07 Daimlerchrysler Ag Procede et systeme de fonction de conduite permettant de transferer des fonctions de conduite conformes a la securite d'un vehicule dans un etat de marche en toute securite
DE102004051963A1 (de) * 2004-10-25 2006-05-04 Robert Bosch Gmbh Verfahren zur Fahrerunterstützung
DE102005010229A1 (de) * 2005-03-05 2006-09-14 Daimlerchrysler Ag Verfahren zum Ausgeben von Hilfeinformationen
EP1863688A4 (fr) * 2005-03-21 2010-09-15 Dimitry O Gurieff Systeme de commande de la polarisation de manoeuvre d'un vehicule
DE102005029444A1 (de) * 2005-06-24 2006-12-28 Robert Bosch Gmbh Vorrichtung zum Unterstützen eines Führens eines Fahrzeugs und Verfahren zum Betreiben der Vorrichtung
DE102006000876A1 (de) 2006-01-04 2007-07-12 Claas Selbstfahrende Erntemaschinen Gmbh Steuerungssystem mit einem Stellmittel zur Änderung eines kinematischen Parameters einer Antriebseinheit einer selbstfahrenden Landmaschine
US7603228B2 (en) * 2006-05-25 2009-10-13 Ford Global Technologies, Llc Haptic apparatus and coaching method for improving vehicle fuel economy
DE102008008555B4 (de) * 2007-02-21 2018-06-28 Continental Teves Ag & Co. Ohg Verfahren und Vorrichtung zum Minimieren von Gefahrensituationen bei Fahrzeugen
US8108136B2 (en) * 2007-08-09 2012-01-31 Ford Global Technologies, Llc. Driver advisory system for fuel economy improvement of a hybrid electric vehicle
US9726088B2 (en) * 2007-10-30 2017-08-08 Ford Global Technologies, Llc System and method for obtaining an adjustable accelerator pedal response in a vehicle powertrain
SE533139C2 (sv) * 2008-11-21 2010-07-06 Scania Cv Abp System för fastställande av förmåga att förutse inbromsning
SE533135C2 (sv) * 2008-11-21 2010-07-06 Scania Cv Abp Bromsåterkopplingssystem
DE102010035718B4 (de) * 2010-08-28 2013-07-25 Audi Ag Verfahren zum Betrieb eines Fahrerassistenzsystems und Kraftfahrzeug
KR101338708B1 (ko) * 2010-12-06 2013-12-16 현대자동차주식회사 차량의 가속페달 제어방법
SE537647C2 (sv) * 2012-03-29 2015-09-08 Scania Cv Ab Förfarande och system för bedömning av förarbeteende vid bromsning av fordon
DE102012210245A1 (de) * 2012-06-18 2013-12-19 Robert Bosch Gmbh Verfahren und Steuergerät zum Steuern eines haptischen Fahrpedals eines Kraftfahrzeugs mit Priorisierung von Aktivierungssignalen
DE102014004599A1 (de) 2014-03-26 2015-10-01 Constanze Holzhey Verfahren, Vorrichtung oder Computerprogrammprodukt zum Abspielen eines Musikstücks im Fahrzeug.
US9649979B2 (en) * 2015-01-29 2017-05-16 Toyota Motor Engineering & Manufacturing North America, Inc. Autonomous vehicle operation in view-obstructed environments
DE102015005975B4 (de) 2015-05-08 2019-01-31 Audi Ag Verfahren zum Betrieb eines Querführungssystems eines Kraftfahrzeugs und Kraftfahrzeug
JP6449187B2 (ja) 2016-03-16 2019-01-09 本田技研工業株式会社 車両のサスペンション装置
EP3372465B1 (fr) * 2017-03-10 2022-08-24 The Hi-Tech Robotic Systemz Ltd Procédé et système d'assistance avancée au conducteur à base d'état de véhicule
JP2018158729A (ja) * 2018-07-17 2018-10-11 本田技研工業株式会社 車両のサスペンション装置

Family Cites Families (22)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS51151939A (en) * 1975-06-18 1976-12-27 Fujitsu Ten Ltd Alarm for vehicle
DE3108874C2 (de) * 1980-03-10 1984-11-08 Hitachi, Ltd., Tokio/Tokyo Alarmeinrichtung für Kraftfahrzeuge
US5173859A (en) * 1990-11-05 1992-12-22 General Motors Corporation Automatic vehicle deceleration
JP2565112Y2 (ja) * 1991-12-02 1998-03-11 光洋精工株式会社 車両の安全装置
JPH06150199A (ja) * 1992-11-13 1994-05-31 Mitsubishi Electric Corp 車両予防安全装置
JP3233739B2 (ja) * 1993-06-30 2001-11-26 マツダ株式会社 自動車の走行制御装置
DE69432722T2 (de) * 1993-07-29 2004-04-08 Fuji Jukogyo K.K. Fahrregelsignal-Fehlererkennungssystem und -Verfahren für automatische Getriebe
JP3647538B2 (ja) * 1996-02-12 2005-05-11 本田技研工業株式会社 車両操舵装置
JP3493568B2 (ja) * 1997-02-12 2004-02-03 光洋精工株式会社 自動車の舵取装置
JPH10299555A (ja) * 1997-04-25 1998-11-10 Mitsubishi Motors Corp 電子スロットル制御装置付き内燃機関の制御装置
JP3319984B2 (ja) * 1997-07-09 2002-09-03 本田技研工業株式会社 車両の衝突回避装置
US6154123A (en) * 1997-09-05 2000-11-28 Breed Automotive Technology, Inc. Driver alertness monitoring system
US6152105A (en) * 1998-03-31 2000-11-28 Mazda Motor Corporation Idle speed control device for engine
DE19904216A1 (de) * 1998-07-17 2000-01-20 Continental Teves Ag & Co Ohg Verfahren und Vorrichtung zum Bestimmen und Erkennen der Kippgefahr eines Fahrzeuges
JP3449239B2 (ja) * 1998-09-22 2003-09-22 日産自動車株式会社 ハイブリッド車両の制御装置
DE19843367A1 (de) * 1998-09-22 2000-03-30 Daimler Chrysler Ag Rangierhilfesystem und Verfahren zum Betrieb eines solchen
US6259980B1 (en) * 1998-10-21 2001-07-10 Northrop Grumman Corporation Automated control system for remote vehicles
US6176341B1 (en) * 1999-02-01 2001-01-23 Delphi Technologies, Inc. Vehicle steering system having master/slave configuration and method therefor
FR2789884B1 (fr) * 1999-02-19 2001-06-15 Renault Procede et dispositif de commande de la presentation d'informations a un conducteur de vehicule automobile
US6289332B2 (en) * 1999-02-26 2001-09-11 Freightliner Corporation Integrated message display system for a vehicle
US6139468A (en) * 1999-04-15 2000-10-31 Ford Motor Company Electronically actuated transmission range control system
DE19919216C2 (de) * 1999-04-29 2001-10-18 Daimler Chrysler Ag Informationssystem in einem Fahrzeug

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO0189897A1 *

Also Published As

Publication number Publication date
US20030191573A1 (en) 2003-10-09
WO2001089897A1 (fr) 2001-11-29
JP2003534195A (ja) 2003-11-18
DE10025492A1 (de) 2001-12-13

Similar Documents

Publication Publication Date Title
EP1284896A1 (fr) Procede et dispositif servant a avertir le conducteur de l'etat de conduite d'un vehicule
DE10025493B4 (de) Verfahren und Vorrichtung zur Koordination mehrerer Fahrsystemeinrichtungen eines Fahrzeugs
WO2018050785A1 (fr) Procédé et dispositif permettant de commander un déplacement d'un véhicule et système de commande de déplacement de véhicule
EP1448404A1 (fr) Dispositif permettant d'evaluer et/ou d'influer sur une grandeur de mouvement d'un vehicule et/ou le comportement de mouvement d'un vehicule
EP1689615A1 (fr) Procede et dispositif pour alerter le conducteur d'un vehicule automobile
DE102008023100B4 (de) Steuervorrichtung und -verfahren für den Fahrzeugzwischenabstand
WO2012052084A1 (fr) Procédé permettant de faire fonctionner un dispositif d'aide au freinage et dispositif d'aide au freinage pour un véhicule
WO2010046315A2 (fr) Procédé de commande d'un véhicule automobile et dispositif correspondant
EP2734425A1 (fr) Procédé d'amélioration de la stabilité de conduite
DE19821163A1 (de) Fahrer-Assistenzsystem und Verfahren zu dessen Betrieb
DE102011014083A1 (de) Verfahren zum Betreiben eines Fahrerassistenzsystems und Fahrerassistenzsystem
DE102016115071A1 (de) Verfahren und Vorrichtung zum Regeln einer Geschwindigkeit und/oder Beschleunigung eines Kraftfahrzeugs, Fahrerassistenzsystem sowie Kraftfahrzeug
DE102010046918A1 (de) Fahrerassistenzsystem für Fahrzeuge mit mehreren Fahrerassistenzmodulen unterschiedlicher Funktionalität und Verfahren zum Einstellen eines Fahrerassistenzsystems
DE102019219263A1 (de) Verfahren und System zur Verbesserung der Fahrstabilität
WO2006013125A1 (fr) Unite d'evaluation pour renforcer la securite lors du guidage d'un moyen de deplacement et procede correspondant
DE102004009467A1 (de) Steuerungssystem für ein Fahrzeug
DE10143551A1 (de) Vorrichtung zur Ansteuerung von Fahrzeugaggregaten
DE102022004163A1 (de) Verfahren und System zur lmplementierung adaptiver ADAS-Funktionen auf der Basis von Fahrzeugfahrdaten
DE102019207518A1 (de) Risikoreduzierung im Straßenverkehr
AT524418B1 (de) Verfahren zum Durchführen einer Testfahrt mit zumindest einem Testfahrzeug
DE102014214388A1 (de) Verfahren und System zum Übertragen einer richtungsbezogenen Information an den Fahrer und an einen Insassen eines Fahrzeuges
DE10138620A1 (de) Adaptives Fahrtregelungssystem und ACC-Beschleunigungsschnittstelle
DE102021210000A1 (de) Verfahren zum Beurteilen eines Beschleunigungsvorgangs eines Fahrzeugs, sowie Beschleunigungssystem und Fahrzeug
DE10329523A1 (de) Verfahren zum Betreiben eines Fahrzeugs mit einer Vielzahl von Fahrsystemen
DE102016210768A1 (de) Verfahren zum Betreiben eines Fahrerassistenzsystems

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20021105

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR

Designated state(s): AT BE CH CY DE DK ES FI FR GB GR IE IT LI LU MC NL PT SE TR

RBV Designated contracting states (corrected)

Designated state(s): AT BE CH DE FR GB LI

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

RAP1 Party data changed (applicant data changed or rights of an application transferred)

Owner name: DAIMLERCHRYSLER AG

17Q First examination report despatched

Effective date: 20070405

18D Application deemed to be withdrawn

Effective date: 20061101