EP2683586A1 - Dispositif de sécurité pour véhicule automobile et procédé permettant de faire fonctionner un véhicule automobile - Google Patents

Dispositif de sécurité pour véhicule automobile et procédé permettant de faire fonctionner un véhicule automobile

Info

Publication number
EP2683586A1
EP2683586A1 EP12707763.4A EP12707763A EP2683586A1 EP 2683586 A1 EP2683586 A1 EP 2683586A1 EP 12707763 A EP12707763 A EP 12707763A EP 2683586 A1 EP2683586 A1 EP 2683586A1
Authority
EP
European Patent Office
Prior art keywords
driver
vehicle
data
pts
motor vehicle
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Withdrawn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
EP12707763.4A
Other languages
German (de)
English (en)
Inventor
Stefan Fritz
Bernd Hartmann
Alfred Eckert
Peter Rieth
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 EP2683586A1 publication Critical patent/EP2683586A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • B60W50/0097—Predicting future 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/085—Taking automatic action to adjust vehicle attitude in preparation for collision, e.g. braking for nose dropping
    • 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
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0953—Predicting travel path or likelihood of collision the prediction being responsive to vehicle dynamic parameters
    • 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
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/095—Predicting travel path or likelihood of collision
    • B60W30/0956—Predicting travel path or likelihood of collision the prediction being responsive to traffic or environmental parameters
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/40—Coefficient of friction
    • 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
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/20—Ambient conditions, e.g. wind or rain
    • 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
    • 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
    • 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

Definitions

  • the present invention relates to a safety device for a motor vehicle with
  • At least one sensor unit for detecting the
  • an evaluation unit for data fusion of the environment data and an evaluation unit for the recognition of free spaces and objects, their position and movement, as well as
  • At least one sensor unit for detecting the Blasham ⁇ object and outputting environmental condition data and an evaluation unit for data fusion of the data environment with the environmental condition data to determine a Reibwertindikation, as well as with
  • At least one sensor unit for detecting the Anlagenzu ⁇ state and for outputting vehicle state data and an evaluation unit for data fusion of the vehicle state data with driver information for determining the driving condition, as well as with
  • the present invention relates to a method for operating a motor vehicle.
  • EP 1 735 187 A1 discloses such a safety device and a method for increasing road safety.
  • a supporting Fahrmanö ⁇ ver said preset by the driver at any time can be overridden during or after a driver caused by the steering angle an avoidance maneuver is given.
  • the known method is determined on the basis of environment signals whether a critical driving situation or an impending collision is present ⁇ . The method is preferably used in emergency situations for evasive maneuvers.
  • a system and a method is proposed for situational and collision-phase-optimized brake force regulation and chassis adaptation for combined braking / evasive maneuvers for motor vehicles.
  • a safety-of-driving coordinator is provided which calculates the risk of collision on the basis of a hazard assessment.
  • Au ⁇ ßerdem determined driving safety coordinator several Vorkollisionsphasen of the motor vehicle in relation to the object.
  • the driving safety coordinator determines a last braking point for stopping in front of the object, a last steering point of the unbraked vehicle for avoiding it, and a last steering point of the braked motor vehicle for rejecting the vehicle. in front of the object.
  • the precollision phases are designed to begin or end at these points.
  • An inventive idea is that the driving safety co-ordinator stretches the pre-collision phases situationally with the aid of a driver-independent braking intervention.
  • the decisive concept of the invention is that the driver safety coordinator performs a combined braking / avoiding maneuver within the pre-collision phases of the motor vehicle to ensure operational safety in a predictive and situational manner.
  • the driver safety coordinator Vorkollisionsphasen in consideration of alternative, of a combined brake / evasive action or a braking maneuver situational and / or to driver input to the driver according to the Kollisi ⁇ onsgefahr, the vehicle state and the Reibwertindikation controllable.
  • the driving safety coordinator to ensure the operational safety predictive and situational jektorie determined at least one allowable travel corridor and or optimalorientstra- and the driver input is limited by active part ⁇ controllable components on the travel corridor and actively controllable motor vehicle by means of Keeps components in the driving corridor or on the motor traction sector.
  • the driver safety coordinator is a haptic, audible and / or visual warning
  • the object underlying the invention is also achieved by a method having the features of claim 9. Since ⁇ when it is provided that the risk of collision is calculated by a safety coordinator and that Vorkollisi ⁇ onsphasen of the motor vehicle in relation to the object to be ermit ⁇ telt. A last braking point for stopping in front of the object, a last steering point of the unbraked vehicle for avoiding and a last steering point of the ge ⁇ braked motor vehicle to avoid the object are determined. The precollision phases begin or end at these points. In addition, the pre-collision phases are stretched by means of a driver-independent braking intervention.
  • the key idea of the invention is that predictive and situational a combined brake / evasive maneuver is carried out within the Vorkollisionsphasen of the motor vehicle to guarantee Leis ⁇ processing of operational safety.
  • the Vorkollisionsphasen taking into account an alternative, a combined brake / evasive action or a braking maneuver are situational and / or optimized according to driver input to the driver according to the Kollisi ⁇ onsgefahr, the vehicle state and the Reibwertindikation and made controllable.
  • Vorkol ⁇ lisionsphasen be determined again when a further object is detected in the movement direction of the motor vehicle.
  • the follow-Vorkollisions ⁇ phases repeat, if after or when changing lanes to an adjacent track appears re obstacle. Then, the ent ⁇ speaking phases of the method are repeated.
  • Figure 1 is a schematic representation of a vehicle with an environment sensor for detecting objects in the environment of the vehicle.
  • Fig. 2 is a schematic representation of a driver assistance ⁇ tenzsystems; a block diagram of the invention
  • Fig. 4 is a schematic representation of Vorkollisions ⁇ phases
  • Fig. 5a, b two representation of the longitudinal and transverse forces of a
  • Vehicle tire which are also known as Kamm ' shear circle ⁇ circle.
  • steering wheel is representative of all conceivable human-machine interfaces, which the driver can operate in the sense of steering and controlling the motor vehicle, such as ⁇ switch input, a joystick or a touchpad and externally transmitted Stell Commands.
  • FIG. 1 by way of example, a four-wheeled, two-axle vehicle 1 is illustrated, which ver ⁇ adds an environment sensor 2, with the objects detected in the environment of the vehicle ⁇ who can, which is in particular to other power ⁇ vehicles, the to move in the same or an adjacent lane sideways and / or in front of the vehicle 1.
  • objects 0 but also static or near-static objects such as trees, pedestrians or lane boundaries come into question.
  • the environmental sensor system 2 is, for example, a LIDAR sensor (Light Detection and Ranging), which is known per se to a person skilled in the art. However, there are others as well
  • Environment sensors such as radar sensors or optical camera systems used.
  • the information about the environment can be determined by means of the so-called car-to-X communication. This is the transmission of
  • the environment sensor 2 measures the distances d to the detected points of an object and the angle ⁇ between the connecting straight line to these points and the central longitudinal axis of the vehicle, as in FIG a point P of the object 0 veran ⁇ shows is.
  • the fronts of the detected objects facing the vehicle 1 are composed of a plurality of detected points, to which the sensor signals are transmitted, which establishes correlations between points and the shape of an object and determines a reference point for the object 0.
  • the center point of the object 0 or the center point of the detected points of the object can be selected as the reference point.
  • the speeds of the points detected and thus the speed of the detected objects projects, in contrast to a radar sensor (Doppier- effect) by means of the LIDAR-environment sensor 2 are not directly measure ⁇ ge. They are the difference between the measured in successive time steps intervals in a cyclically operating Whether ekterkennungsaku be credited ⁇ 21st Similarly, in principle, the acceleration of the objects can be determined by deriving their positions twice.
  • Fig. 2 shows a schematic representation of a remplias ⁇ sistenzsystems whose components are preferably carried out with the exception of Senso ⁇ reindeer, actuators and other hardware and software modules that are executed within the vehicle 1 by means of a microprocessor.
  • the object data is transmitted to a decision device 22 in the form of electronic signals within the driver assistance system shown schematically.
  • a decision device 22 in the form of electronic signals within the driver assistance system shown schematically.
  • an object ector trajectory is determined in block 23 on the basis of the information about the object 0.
  • a movement trajectory of the vehicle 1 is determined in block 24 on the basis of information about the driving dynamic condition of the vehicle 1, which are determined with the aid of further vehicle sensors 25.
  • a collision course is determined and the collision time is also determined in the decision means 22, that is the time period up to which it ⁇ mediated collision with the object 0, a certain value below, is transmitted to a trigger signal to a path presetting ⁇ device 27th
  • the trigger signal causes is first calculated within the path setting means from a ⁇ soft ground, ie anaturestraj ektorie. Then, based on the determined avoidance path orseparatingstraj ektorie a starting point for the evasive action be ⁇ true where the evasive maneuvers must be started to the object 0 barely dodge.
  • This Schrit ⁇ te are preferably repeated in intervals until kei ⁇ ne risk of collision due to changes in the heading of the object 0 or the vehicle 1 is more or until the vehicle 1 reaches the starting point for an evasive maneuver. If this is the case, parameters representing the avoidance path or these path are transmitted to a steering actuator control 28.
  • Fig. 3 the schematic structure of the safety device according to the invention is shown.
  • the idea is the networking of the various sensor units 2, 20, 30, 40.
  • Data fusion is the combination and completion of incomplete data sets for data cleansing.
  • Several incomplete in some records must be MITEI ⁇ Nander combined to a complete picture of the environmental field to receive.
  • MITEI ⁇ Nander combined to a complete picture of the environmental field to receive.
  • they must be brought to a common data scheme. This pre ⁇ gang and data schema integration is called. Through this data fusion, it is possible to obtain information about the environment of the motor vehicle 1, which have a better quality ⁇ .
  • At least one sensor unit 2 is used to detect the environmental conditions.
  • this so-called environment sensor system 2 is formed from a radar, lidar or video camera system or from a combination of the systems mentioned.
  • the information obtained with the aid of at least one of these sensor ⁇ unit 2 information is combined with map information, GPS data and information obtained by means of a car-to-X communication within an evaluation unit 4 for data fusion of the environment data in the sense of a data fusion , After the data fusion, an evaluation of the improved environment data for the detection of objects 0 takes place.
  • the position and movement of the object 0 is transmitted to a driving safety coordinator 6.
  • This Fahr Industriesordinator 6 determined due to physical driving limits including the
  • Fig. 3 serves at least one white ⁇ direct sensor unit 20 of the detection of the environmental condition.
  • This at least one sensor unit 20 for detecting the state of the world order ⁇ is formed by a rain sensor, a thermocouples ⁇ ment and / or a camera system.
  • a data fusion is carried out in the evaluation unit 24 from the detected environmental condition data, and in step 25 a Reibwertindikation between tires and the road is determined from the adjusted environmental status data. This determination of the Reibwertindikation for example, based on the knowledge of the road condition.
  • This determined friction coefficient indication is also forwarded to the driving safety coordinator 6.
  • Another least one sensor unit 30 is for ⁇ he put a vehicle state.
  • This at least one sen ⁇ sorritt 30 for vehicle condition detection is formed from a wheel speed sensor, a lateral acceleration sensor, a longitudinal acceleration sensor or a yaw rate sensor. A combination of the mentioned sensors is also possible.
  • the vehicle condition detection sensor unit 30 is also called a vehicle condition observer.
  • the vehicle state data are combined with the determined friction value indication in the sense of a data fusion. By this measure, the vehicle state is calculated in step 35 and output to the driving safety coordinator 6.
  • Fig. 3 further disclosed is provided at least one further Sen ⁇ sorappel 40 for detecting the driver instructions and for outputting driver input data.
  • This at least one sensor unit 40 for detecting the driver specifications is formed by a steering angle sensor, a pedal angle sensor for the brake pedal and / or the accelerator pedal and / or by a giver of the direction indicator.
  • the encoder of practicallysanzei ⁇ ge is colloquially referred to as a turn signal.
  • the information includes whether the driver wants to turn left or right.
  • the assigned evaluation unit 44 is supplied with the newly determined vehicle state data and from these together with the driver service data a data fusion is performed. Since the data fusion effects a data cleansing by combining and completing incomplete data sets, a precise driver's target rate is calculated in step 45 and output to the driving safety coordinator 6.
  • the driving safety coordinator 6 thus the position and movement of the object 0 and the determined Reibwertin ⁇ dication are transmitted.
  • the driving safety coordinator 6 receives the vehicle condition and the driver's course. From these data, a permissible driving corridor or an optimal trajectory is determined.
  • the determination of the driving corridor or the movement trajectory is situational and predictive.
  • the driving corridor or theorientsstra ektorie are located within the predicted free surface on the left and right of the object 0 over. In order to maintain the vehicle 1 in the permitted corridor or on the optimumrangestraj ektorie, active components will be such ⁇ 9 controls that the driver input on the available corridor or the optimumorientstraj is limited ektorie.
  • These actively controllable components 9 are located in the chassis, drive or in a man-machine interface, such as Brake pedal, drive motor, steering, transmission, damper, stabilizer or direction indicator.
  • the driving safety coordinator 6 controls the actively activatable components 9 in such a way that an opposing force is generated on the accelerator pedal or an intervention in the drive motor, an intervention in the drivetrain or a braking intervention is performed in order to move the vehicle in the driving corridor or on the trajectory ectoria.
  • the actively activatable components 9 are controlled in such a way that an additional steering torque and / or an additional steering angle or a wheel-individual braking intervention for generating a
  • Yawing moments is generated.
  • This control is also suitable for keeping the vehicle in the driving corridor or on the traffic trajectory.
  • a special execution ⁇ form any action by the driver is overruled, so the driver retains control over his vehicle.
  • a situation-optimized braking force control is carried out for a combined braking / avoiding maneuver.
  • the vehicle 1 drives in the illustrated direction ⁇ travel on an object 0, so that a warning W is output to the driver.
  • This warning W to the driver takes place via a human-machine interface 7, also called a human-machine interface, HMI for short.
  • the warning W to the driver can be haptic, audible or visual.
  • all controllable components of the man-machine interface 7 are suitable, such as a counterforce on the accelerator pedal or a vibration of the steering wheel.
  • Warning lights and audible warning tones are also suitable for issuing a warning to the driver.
  • the pre-collision phase PI is used to calculate a last braking point PTB for the driving safety coordinator 6, the abbreviation PTB being derived from the English term "last point to brake.”
  • a last steering point PTS-u of the unbraked vehicle 1 and a last one it averages steering point PTS-b of the braked vehicle 1 ⁇ the abbreviations PTS u and PTS-b are in turn made the English terms "last point to steer - unbraked.” and "last point to steer - braked lane change" derived lane change. can be done either to the left or to the right and several times in succession, as shown In the multiple evasion, one starts from a multi-object and multi-collision situation.
  • the position and length of the precollision phase P3 between the last steering point PTS-u of the unbraked vehicle 1 and the last steering point PTS-b of the braked vehicle 1 can be influenced, which is indicated by the double arrow A.
  • the position and length of the pre-collision phase P3 be changed in situatively necessary cases.
  • the position of the last steering point of the ge ⁇ braked and the unrestrained vehicle 1 PTS-u and PTS-b and thus the length of the pre-collision phase P3 via a brake force distribution adjusted so that a Ausweichmanö ⁇ ver - only if an alternative possibility was recognized by the system - is still possible.
  • the fact that the last steering point PTS-b of the braked vehicle 1 in FIG. 4 is further to the left than the last steering point PTS-u of the unbraked vehicle 1 is due to the fact that a vehicle tire can transmit more steering forces to the road, if less or no braking force must be transmitted through the vehicle tire on the road.
  • the result is a direction vector for the vehicle 1.
  • the vehicle tire transmits forces to the road surface during driving and braking of the vehicle 1 as well as when steering to the left or right.
  • the brake pressure of a driver-independent braking intervention in the wheel brakes is reduced or reduced to zero at the beginning of the pre-collision phase P3, the steerability of the wheels is improved since more steering power can be transmitted to the roadway, as just explained. If the brake pressure at the beginning of the pre-collision phase 3 is reduced or reduced to zero, the last steering point moves in the direction of obstacle or object 0. This last steering point is then the steering point PTS-u of the unbraked vehicle 1, since the brake pressure has been reduced to zero. This means that the position and length of the pre-collision phase P3 is changed by the brake force distribution.
  • the driving safety coordinator 6 determines the position and length of the pre-collision phase P3 between the last steering point PTS-u of the unbraked vehicle 1 for evading and the last steering point PTS-b of the braked motor vehicle 1 for avoiding the object 0 situationally influenced by a driver-independent braking intervention to optimize emergency braking in the pre-collision phase P4a or an avoidance operation in the pre-collision phase P4b.
  • the braking force of the driver-independent braking intervention distributed either evenly or non-uniformly on the right and left wheels of the vehicle 1 ⁇ who, so in the case of uneven braking force distribution, the avoidance operation is supported.
  • the braking performance is at an early stage and significantly optimized before PTS u so much speed as possible is built from ⁇ .
  • the driver is warned accordingly earlier. That is, in the pre-collision phase P4a, the driving safety coordinator 6 initiates emergency braking when there is no possibility of avoidance.
  • the braking power is optimized in the pre-collision phase 4a.
  • the driving safety coordinator 6 determines, predictively and situationally, at least one permissible driving corridor and / or one optimal movement trajectory. As can be seen from Fig. 3 already erläu ⁇ tert the driver's selection is limited by means actively controllable Kom ⁇ components 9 on the driving corridor and the motor vehicle 1 by the active drivable component 9 held in the driving corridor or on theangostra ektorie.
  • the driving safety coordinator 6 uses a driver-independent braking intervention to influence the position and length of the precollision phase P3 between the last steering point PTS-u of the unbraked vehicle 1 for evading and the last steering point PTS-b of the braked motor vehicle 1 to avoid the object 0 or the last possible ⁇ chen point to steer PTS and PTS-b so that the Ausweichvor ⁇ gang ektorie under design driving corridor and / or in terms of the optimal Traj is optimized.
  • a combined braking / evasive maneuver will take place performed.
  • the driver-independent brake intervention is in any case released again, so that a speedy passage past the obstacle is not hindered. If the lane through another obstacle 0 blo ⁇ ckiert be Vorkollisionsphasen PI ', P2', P3 ', P4a' P4b 'determined again.
  • a combined braking / avoiding maneuver is again carried out.
  • Said evaluation units 4, 5, 24, 25, 34, 35, 44 may be formed within a common off ⁇ evaluation unit also merely as software modules or Abiauf ⁇ steps of a method.
  • the present invention provides that a driving safety coordinator in consideration of environment, environmental, vehicle state and on the basis of the driver request a kriti ⁇ specific driving situation in the Vorkollisionsphasen PI, P2, P3, P4a, divides P4b and driver-independent braking interventions, the position and length the phase P3 influenced so that an emergency braking maneuver P4a, an emergency avoidance P4b or a combined emergency braking / evasive maneuver is optimized. It is also contemplated that the Vorkollisionsphasen PI ', P2', P3 ', P4a', P4b 'be determined again when a white ⁇ teres object 0 in the movement direction of the motor vehicle 1 it will ⁇ known.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Human Computer Interaction (AREA)
  • Traffic Control Systems (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un dispositif et un procédé permettant d'augmenter la sécurité pour un véhicule automobile. Une première unité de détection (2) détecte la zone environnante, en particulier les zones de dégagement et des objets (0), leur position et leur déplacement. Une deuxième unité de détection (20) détecte l'état des zones environnantes, une troisième unité de détection (30) détecte l'état du véhicule et une quatrième unité de détection (40) détecte les réglages du conducteur. Les données sont fusionnées. Selon l'invention, un coordinateur de sécurité de conduite (6) calcule le risque de collision au moyen d'une analyse des risques, et le coordinateur de sécurité (6) détermine les phases précédant la collision (P1, P2, P3, P4a, P4b) entre le véhicule automobile (1) et l'objet (0).
EP12707763.4A 2011-03-09 2012-03-08 Dispositif de sécurité pour véhicule automobile et procédé permettant de faire fonctionner un véhicule automobile Withdrawn EP2683586A1 (fr)

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DE102011005262 2011-03-09
PCT/EP2012/053994 WO2012120076A1 (fr) 2011-03-09 2012-03-08 Dispositif de sécurité pour véhicule automobile et procédé permettant de faire fonctionner un véhicule automobile

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US (1) US9174641B2 (fr)
EP (1) EP2683586A1 (fr)
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WO2012120076A1 (fr) 2012-09-13
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Effective date: 20191001