EP2238009A1 - Système d'assistance à la conduite - Google Patents

Système d'assistance à la conduite

Info

Publication number
EP2238009A1
EP2238009A1 EP09705475A EP09705475A EP2238009A1 EP 2238009 A1 EP2238009 A1 EP 2238009A1 EP 09705475 A EP09705475 A EP 09705475A EP 09705475 A EP09705475 A EP 09705475A EP 2238009 A1 EP2238009 A1 EP 2238009A1
Authority
EP
European Patent Office
Prior art keywords
driver
assistance system
driver assistance
vehicle
traffic situation
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Withdrawn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
EP09705475A
Other languages
German (de)
English (en)
Inventor
Jürgen Pfeiffer
Mattias Strauss
Enrico RÜCK
Ulrich STÄHLIN
Stefan LÜKE
Matthias Komar
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.)
Continental Teves AG and Co OHG
Original Assignee
Continental Teves AG and Co OHG
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 Continental Teves AG and Co OHG filed Critical Continental Teves AG and Co OHG
Publication of EP2238009A1 publication Critical patent/EP2238009A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K35/00—Arrangement of adaptations of instruments
    • B60K35/60—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
    • B60Q9/00—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling
    • 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/04—Traffic conditions
    • 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
    • B60W50/16—Tactile feedback to the driver, e.g. vibration or force feedback to the driver on the steering wheel or the accelerator pedal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/029—Steering assistants using warnings or proposing actions to the driver without influencing the steering system
    • B60K2360/785—
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184—Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering 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
    • B60W2050/0062—Adapting control system settings
    • B60W2050/007—Switching between manual and automatic parameter input, and vice versa
    • B60W2050/0071—Controller overrides driver automatically
    • 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
    • B60W2050/0062—Adapting control system settings
    • B60W2050/007—Switching between manual and automatic parameter input, and vice versa
    • B60W2050/0072—Controller asks driver to take over
    • 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
    • B60W2050/146—Display 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
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/02—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to ambient conditions
    • B60W40/06—Road conditions

Definitions

  • the invention relates to a driver assistance system.
  • Driver assistance systems which support a driver in certain situations. In principle, this reacts to the activities performed by the driver through the driver assistance system. The focus is on the support in the control of the vehicle's own dynamics. In such driver assistance systems, however, there is the danger that the driver may feel under-challenged or feel the intervention of the driver assistance system as a loss of control over the control of the vehicle.
  • the object of the invention is to provide an alternative driver assistance system. This object is achieved with a driver assistance system and a method according to the independent claims. Advantageous developments of the invention are the subject of the dependent claims.
  • An exemplary embodiment is based on the generic state of the art by a driver assistance system in which information about the surrounding traffic situation and support via vehicle components, in particular a steering system, a brake system and a power control system, are output to the driver for coping with the present traffic situation.
  • the invention is a new comprehensive consideration for a driver assistance system called the "Active Car", which is intended to assist the driver both in his decision-making and in the control tasks
  • the idea is to take advantage of the fact that previous innovations in the automotive sector have become more prevalent if they were easy to use and applicable for every user and every situation Previously successful assistance system ESP intervened in such a way in the driving behavior of the vehicle that the driver's request is maintained within the physical possibilities. This type of driver assistance promises to be successful, the current figures.
  • the driver assistance system builds and continues technologically decisive steps.
  • the driver should no longer be supported only in situations in which one Loss of control over your own vehicle threatens, but should be informed at all times about the current traffic situation.
  • the focus is not on assisting in controlling the vehicle's own dynamics, but on mastering the traffic situation itself.
  • One possibility would be the autonomous control of the vehicle in the longitudinal and transverse direction or an audible or visual warning of the driver.
  • the vehicle components can be operated via vehicle operating elements, in particular a steering wheel, a brake pedal and an accelerator pedal, and the information is output via the vehicle operating elements.
  • vehicle operating elements in particular a steering wheel, a brake pedal and an accelerator pedal
  • the information is output via the vehicle operating elements.
  • a joystick can also be used, which partially or completely combines the function of the first three vehicle control elements.
  • the information is haptically output to the driver.
  • the driver can be reached quickly without distracting him from the traffic situation.
  • the driver's warning is thus intuitively assigned to the corresponding situation.
  • the driver assistance system may determine the extent of the haptic warnings of the criticality of the traffic situation. This gives the driver a good picture of the urgency of his actions.
  • a further exemplary embodiment is directed to the driver assistance system changing the actuation force of the vehicle operating elements, so that the driving feeling thereby changed provides an information source for the driver.
  • the driver is thus informed directly about the vehicle control elements to be operated anyway, whereby the information is easily assigned by the driver.
  • the driver assistance system maintains a control chain between the vehicle and the driver.
  • the control chain for guiding the vehicle is never interrupted, giving the driver the feeling of being in control of the vehicle at all times.
  • the extent of the support is dependent on a road type.
  • the extent of support can depend on whether it is city traffic, a highway or a highway, which improves the quality of support, because the type of road may depend on the urgency of the driver's actions.
  • the extent of the support is dependent on the measurement accuracy of the traffic situation detection. This also improves the quality of the information and support provided by the driver assistance system. Furthermore, it can be provided that, in addition, a display is provided which visually informs the driver of the cause of the assistance. Thus, the driver remains informed about the reason of the support, even if the reason is, for example, in a speed limit and the corresponding road sign has long been passed.
  • sensors may be mounted on the vehicle in order to detect the traffic situation.
  • These can be, for example, camera systems, radar sensors and / or lidar sensors.
  • a satellite navigation receiver and / or a digital map, preferably a road map, is provided for detecting the traffic situation.
  • the driver assistance system can communicate with a traffic infrastructure and / or with other vehicles in order to detect the traffic situation.
  • information can be transmitted to the driver assistance system, which remain hidden from the sensors described above, whereby the driver assistance system even more accurate information and support.
  • the support comprises a steering torque or steering angle superposition and / or a force superposition for brake pedal actuation.
  • the driver's subjective driving sensation is determined and evaluated. According to this Embodiment attempts to estimate the behavior of a driver in advance and to provide assistance in coping with a traffic situation.
  • the present invention provides a vehicle having such a driver assistance system.
  • This vehicle provides the advantages described above in a metaphorical manner.
  • FIG. 1 shows a schematic functional diagram of the driver assistance system according to an exemplary embodiment of the invention
  • Fig. 2 is a diagram showing the amount of information and assistance of the driver assistance system 12;
  • Fig. 3 is a diagram illustrating a degree of information and support over time
  • Fig. 5 shows an embodiment of a sensor concept
  • Fig. 6 shows a further embodiment of a sensor concept.
  • FIG. 1 shows a schematic functional diagram of the driver assistance system according to one exemplary embodiment of the invention.
  • a present traffic situation 10 is detected by the driver assistance system 12 and perceived by the driver 14.
  • the driver assistance system 12 comprises a CPU 11 and a memory unit 13 connected thereto in which a multiplicity of potential traffic situations and parameters that establish a connection between potential traffic situations and outputs of the driver assistance system 12 are stored.
  • the driver assistance system 12 supports the driver 14 depending on the traffic situation 10 in coping with the traffic situation 10, so that the driver 14 controls a vehicle 16 in a suitable manner.
  • the control of the vehicle 16 in turn has an influence on the traffic situation 10, which in turn is detected by the driver assistance system 12 and by the driver 14.
  • the control or operation of the vehicle 16 via schematically illustrated vehicle components, such as a steering system 21, a brake system 23 and a power control system 25.
  • the steering system 21 includes a steering wheel 20, the brake system 23 includes a brake pedal 22 and the power control system 25 includes an accelerator pedal 24th
  • Vehicle controls collectively referred to as Vehicle controls are called.
  • the vehicle controls may further include a windshield wiper lever, a light switch, a turn signal lever, and so on.
  • a joystick can also be used. In this embodiment, however, only the classic vehicle controls will be described. However, an implementation via a joystick is covered by the invention.
  • the driver 14 in all traffic situations 10 haptically learns via the vehicle operating elements 20, 22, 24 whether he or the other road users behave correctly in accordance with the valid traffic regulations and is made aware of the situation in an adaptive manner to misconduct. In doing so, he always retains control of the vehicle 16, i. the driver is always part of the rule chain.
  • the functionality of the driver assistance system 12 does not include any autonomous intervention in the control of the vehicle 16.
  • the driver assistance system 12 should be designed so that it always remains functional, regardless of whether highway, highway or city.
  • an electronic road map can be used which is coupled to a GPS receiver 18 in order to differentiate between the types of road and to adapt parameters of the driver assistance system 12. So in the city must be taken into account that for all maneuvers less space is available. The interventions must therefore be made a little later, but stronger. Exceptions are traffic situations 10 in which haptic information is output to the driver 14 via the steering wheel 20 and relevant objects are located on both sides of the own vehicle 16. Here, the driver 14 can be permanently informed. However, it must be ensured that the driver 14 is not guided by the driver assistance system 12 away from stationary vehicles to sidewalks or cycle paths.
  • the driver 14 is to be constantly informed haptically via the vehicle operating elements 20, 22, 24 in accordance with the traffic situation 10 and thus be indirectly intervened in the vehicle behavior.
  • the driver always remains master of the situation, i. Part of the control chain to control the vehicle, but is better informed.
  • the driver assistance system 12 is intended to recognize, inter alia, the following traffic situations 10 and to inform and support them accordingly:
  • the accelerator pedal can be pressed against the situation depending on the situation.
  • the vehicle can be easily decelerated to give the driver a to give more haptic feedback. The driver always has the opportunity to override this intervention with the accelerator pedal.
  • the brake pedal should be smoother. This is achieved by increasing the brake pressure to the pressure necessary to cope with the traffic situation without decoupling the brake pedal.
  • the driver should be warned when exceeding the prescribed speed according to point 1.
  • it is advantageous that the driver is also visually informed about his error, since the corresponding shield is no longer visible when engaging the driver assistance system.
  • Warning of driving on a street opposite to the prescribed direction of travel (one-way street, motorway):
  • a one-way street sign can be treated like a red traffic light. Due to the high criticality, the warning is slightly stronger, so the driver according to point 1 and 2 can bring his vehicle to a stop in front of the corresponding signs. In addition, it is made difficult to retract by removing the gas pedal.
  • a slight counter-torque can be applied to the steering when approaching the lane marking by the driver assistance system.
  • the steering system can be superimposed with a stronger counter-torque.
  • the driver can easily hold against it until a lane change is possible and will then feel that the counter-torque is reduced. If there is a risk of a staggered collision with the front vehicle, it is not supported in the steering system but in principle intervened in accordance with points 1 and 2. 9. Assistance in the approach of other vehicles to the own:
  • the turn signal can be activated automatically at this moment.
  • the driver assistance system is coupled to three vehicle operating elements 20, 22, 24 or actuators, which will be explained in more detail below.
  • These vehicle control elements 20, 22, 24 form the man-machine interface between the driver assistance system 12 and the driver 14 and between the vehicle 16 and the driver 14.
  • the accelerator pedal 24 is a force-feedback pedal, which can apply a force in the same direction or against the operating force on the part of the driver 14 by means of an actuator.
  • the driver 14 is the Accelerator pedal 24 is pressed against in a dangerous situation or the restoring torque is reduced.
  • the accelerator pedal 24 must be designed in such a way that autonomous acceleration can never occur.
  • the steering wheel 20 is coupled to an actuator which can superimpose on the steering torque or steering angle applied by the driver 14 a supporting or opposing torque or a supporting or opposing steering angle.
  • an electric steering can be provided in order to be able to apply the corresponding supporting moments or counter torques to the steering wheel 20.
  • the superimposed additional torque (or the superimposed additional angle) must be limited so that the driver 14 is always given the opportunity to override this additional torque (or this additional angle).
  • the body speed must be limited accordingly.
  • the brake pedal 22 is provided with an actuator or the brake system 23 is constructed as an active brake system, so that without external force on the part of the driver 14 brake pressure can be built up. Since this brake pressure build-up is not overridden by the driver 14, it should be limited to a maximum of 0.2 g to notify the driver 14 here the cause of the haptic support, the brake pedal 22 must not be decoupled, but must depending on (by the driver assistance system 12th ) instructed Bremstikante be moved.
  • an optical human-machine interface is provided which informs the driver 14 of the reason for the intervention.
  • FIG. 2 shows a diagram which represents the extent of the information and the assistance of the driver assistance system 12.
  • the extent of all haptic warnings is adjusted to the criticality.
  • the criticality is given in [ m / s 2 ] and corresponds to the acceleration with which the driver would have to react in order to avoid an imminent accident.
  • 5 m / s 2 is assumed to be a permanently possible maximum.
  • this value must remain configurable both for development and later. For example, it could be adapted by the driver when he sets a comfort or sport mode in the chassis, for example.
  • the driver assistance system 12 must inform and support so early that, assuming a maximum (positive or negative) acceleration of 5 m / s 2, the traffic situation 10 can be mastered.
  • Figure 3 is a diagram illustrating a degree of information and support over time.
  • the haptic warnings are defined in their strength over time. In other words, this means that the intensity of the information and the assistance of the driver assistance system increases over time until the full information and support is available after a period of time T.
  • the duration of the increase depends mainly on an estimated reliability of the measurements of sensors intended to detect the traffic situation.
  • the haptic warnings remain limited in their power so that the driver 14 always has the opportunity to override them.
  • the vehicle 16 remains controllable even in case of potential incorrect operations of the driver assistance system 12 for the driver 14.
  • One of the biggest advantages of the reacting or operating driver assistance system 12 is that it is always possible, and especially via the ramp functions shown above, that behavior of the driver assistance system 12 to parameterize.
  • an original equipment manufacturer can ensure that his vehicle 16 equipped with the driver assistance system 12 behaves in accordance with the company philosophy.
  • the behavior of the driver assistance system 12 can also be influenced or switched off by the driver 14 by means of corresponding control elements.
  • the driver 14 Due to the very simple for the driver 14 easily understandable man-machine interface drops the driver 14 a large part of the information processing chain, which is greatly relieved. In addition, it allows the driver 14 to look in any direction to detect a possibly dangerous situation and can still be pointed to another dangerous situation. This is not possible with visual warnings and with acoustic warnings very difficult.
  • the driver assistance system can thus be parameterized via the engagement characteristics shown in FIGS. 2 and 3.
  • FIG. 4 illustrates the required range of sensors for detecting the traffic situation.
  • sensors are mounted on the vehicle.
  • sensors 100, 101 eg, camera systems, lidar systems, or radar systems
  • sensors 100, 101 detect areas which are indicated by the reference numerals 102 and 103 in FIG.
  • sensors 110, 111 may be mounted laterally on the vehicle 16, which detect the areas 112 and 113.
  • With increasing efficiency of the sensors at the Vehicle 16 may include not only other vehicles or larger objects in the outputs of driver assistance system 12, but also smaller objects, pedestrians, or cyclists.
  • the information about the surrounding situation must be available holistically. Due to the mostly high relative speeds in the longitudinal direction, the corresponding sensors must have very long ranges. As a guideline for a well representable function should be here, as shown in Figure 4, 200-30Om sufficient. In the side area, however, are sufficient 10-15m, since the speeds in the transverse direction in the road are usually not high. In intersection situations in which vehicles come from the side exist for the driver assistance system 12 described here, anyway, little meaningful intervention options. For interventions on highways, however, objects on the neighboring lanes must also be considered. This would require detection in the range of 15-20m.
  • map material In order for the driver assistance system 12 to warn of dangerous bends, there must be appropriate map material and a functionally coupled satellite navigation system (e.g., GPS or Galileo).
  • satellite navigation system e.g., GPS or Galileo
  • the minimum sensor requirements are thus 200m in the longitudinal direction of the vehicle and 15m in the transverse direction of the vehicle.
  • a hands-off detection is needed to warn the driver 14 to give the control to the vehicle 16, because the driver 14 is always needed to adaptively respond in extremely dynamic dangerous situations. Therefore, the vehicle 16 must also slow down as soon as the driver 14 releases the steering wheel 20.
  • Lidarsensoren would have the advantage that especially at construction sites and objects can be detected, which are not necessary as the radar, conductive. Thus, it can also be guaranteed that the driver 14 can be pointed haptically on construction site entrances, which are limited by construction site barges.
  • FIG. 5 shows an exemplary embodiment of a sensor concept.
  • 79GHz radar sensors 200, 201 for the far range are integrated with the front and rear bumpers of the vehicle 16. These cover areas which are indicated by the reference numerals 202 and 203.
  • camera systems 210, 211 are placed behind the front and rear windows of the vehicle 16. The camera systems detect areas which are indicated in FIG. 5 by the reference symbols 212 and 213.
  • lidar sensors 220, 221 are placed behind the front and rear windows of the vehicle 16 to which the detection areas 222 and 223 are associated.
  • Radar systems 230, 231 which serve to monitor the lateral areas of the vehicle 16, are integrated in the rocker of the vehicle 16 under the C-pillars. These radar systems 230, 231 cover the areas 232 and 233.
  • FIG. 6 shows a further exemplary embodiment of a sensor concept.
  • a radar sensor 300 is integrated into the front bumper of the vehicle 16, which covers a long range, labeled 301.
  • a radar sensor 302 is integrated in the front bumper which covers a vicinity 303.
  • a radar sensor 304 for the far range 305 and a radar sensor 306 for the near range 307 are integrated. All these radar sensors work with a frequency of 79GHz.
  • camera systems 310, 311 are placed behind the front and rear windows of the vehicle 16. The camera systems 310,
  • 312 and 313 are indicated.
  • care must be taken to ensure that these systems are installed in the wiped or protected area of the vehicle windows.
  • radar systems 320, 321, 322, 323 are integrated, which serve to monitor the lateral areas of the vehicle 16. These radar systems 320-323 cover the areas 324, 325, 326 and 327.
  • an ACC or a lane keeping functionality and a parking assistant can be realized. These functions must then be switched on separately by the driver 14 and have to transfer the control functions back to the driver 14 as soon as the system limits are reached. The design of this transfer entails additional risk factors and should not be part of the driver assistance system 12. However, such additional features can improve the cost-to-functionality ratio.
  • the driver 14 is assisted in maintaining a safety distance as information about the surrounding traffic situation, the accelerator pedal 24 being pressed against the situation when the safety distance is undershot and the vehicle 16 is autonomously delayed in a critical traffic situation in order to avoid this Driver 14 to give another haptic feedback.
  • a brake pedal 22 will be easier to operate by the brake pressure is increased to the necessary pressure without decoupling the brake pedal 22.
  • the driver 14 is assisted in driving too fast and crossing intersections.
  • the driver 14 in the observance of Speed rules is supported and that the driver 14 is also visually informed about the current speed, which is above the prescribed speed limit.
  • a warning against driving on a road opposite to the prescribed direction of travel takes place.

Abstract

L'invention concerne un système d'assistance à la conduite (12), qui fournit au conducteur (14) des informations sur la situation de trafic environnante (10) et une assistance, via des composants du véhicule (21, 23, 25), pour maîtriser une situation de trafic existante (10).
EP09705475A 2008-01-31 2009-01-30 Système d'assistance à la conduite Withdrawn EP2238009A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102008007144 2008-01-31
PCT/EP2009/051091 WO2009095487A1 (fr) 2008-01-31 2009-01-30 Système d'assistance à la conduite
DE102009006976.3A DE102009006976B4 (de) 2008-01-31 2009-01-30 Fahrerassistenzsystem

Publications (1)

Publication Number Publication Date
EP2238009A1 true EP2238009A1 (fr) 2010-10-13

Family

ID=40561933

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09705475A Withdrawn EP2238009A1 (fr) 2008-01-31 2009-01-30 Système d'assistance à la conduite

Country Status (5)

Country Link
US (1) US20110032119A1 (fr)
EP (1) EP2238009A1 (fr)
JP (1) JP2011514274A (fr)
DE (1) DE102009006976B4 (fr)
WO (1) WO2009095487A1 (fr)

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JP2011514274A (ja) 2011-05-06
US20110032119A1 (en) 2011-02-10

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