EP3703989A1 - Système d'aide à la conduite d'un véhicule automobile au moins partiellement autonome, véhicule automobile et procédé de régulation d'une dynamique de conduite - Google Patents

Système d'aide à la conduite d'un véhicule automobile au moins partiellement autonome, véhicule automobile et procédé de régulation d'une dynamique de conduite

Info

Publication number
EP3703989A1
EP3703989A1 EP18796907.6A EP18796907A EP3703989A1 EP 3703989 A1 EP3703989 A1 EP 3703989A1 EP 18796907 A EP18796907 A EP 18796907A EP 3703989 A1 EP3703989 A1 EP 3703989A1
Authority
EP
European Patent Office
Prior art keywords
motor vehicle
environment
control
driver assistance
assistance 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.)
Pending
Application number
EP18796907.6A
Other languages
German (de)
English (en)
Inventor
Jens Hoedt
Ulrich Hofmann
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.)
Audi AG
Volkswagen AG
Original Assignee
Audi AG
Volkswagen 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 Audi AG, Volkswagen AG filed Critical Audi AG
Publication of EP3703989A1 publication Critical patent/EP3703989A1/fr
Pending 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
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • 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
    • 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/10—Path keeping
    • 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
    • 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
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
    • G06V20/00—Scenes; Scene-specific elements
    • G06V20/50—Context or environment of the image
    • G06V20/56—Context or environment of the image exterior to a vehicle by using sensors mounted on the vehicle
    • G06V20/58—Recognition of moving objects or obstacles, e.g. vehicles or pedestrians; Recognition of traffic objects, e.g. traffic signs, traffic lights or roads
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
    • 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
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/0083—Setting, resetting, calibration
    • B60W2050/0088—Adaptive recalibration
    • 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
    • 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

Definitions

  • Driver assistance system for an at least partially automatically moving motor vehicle, motor vehicle and method for regulating a driving dynamics
  • the invention relates to a driver assistance system for an at least partially automatically moving motor vehicle, wherein the driver assistance system has at least one environment detection means, which is designed to detect at least a portion of an environment of the motor vehicle, an evaluation device which is designed, depending on the detected at least a region of the environment to determine a target trajectory to be traveled by the motor vehicle and a driving dynamics control system with a control device which is designed to regulate the desired trajectory determined by the evaluation device.
  • the invention also includes a motor vehicle with such a driver assistance system and a method for regulating a driving dynamics of a motor vehicle.
  • DE 10 2012 203 187 A1 describes a method and a device for detecting and adapting movement trajectories of motor vehicles.
  • this method deals with determining an optimal avoidance trajectory. For this purpose, an intersection of the possible avoidance trajectories with the physically possible movement trajectories is formed, which result from the driving dynamics characteristics of the motor vehicle and the coefficient of friction between tire and roadway up to a maximum possible limit friction value. The trajectory to be traveled is then selected from this intersection. According to this selected movement trajectory can then brake or steering interventions the goal of driver assistance or the correction of the driver specifications are made or fully automated braking and steering intervention.
  • motor vehicles are also known from the prior art, in which an automatic guidance can also be independent of the presence of a possible collision situation, such as motor vehicles, which are capable of highly automated or autonomous driving, or even motor vehicles, the automatic driving at least temporarily in certain situations, such as on highways or in automatic parking, or the like.
  • a nominal trajectory is usually determined on the basis of the environment of the motor vehicle detected by environment sensors, which is to be traveled by the motor vehicle.
  • the target trajectory determined by a path planning device is transferred to a controller which adjusts the desired trajectory.
  • a vehicle dynamics control therefore has the task of regulating a trajectory which is made available by the path planning.
  • a driver assistance system should not only be understood to mean a system for assisting a driver, but also systems which are designed for completely autonomous driving, in particular without the need for a driver who himself undertakes driving tasks.
  • the rule of such a vehicle dynamics control usually has a fixed parameter set that has a significant effect on how dynamically the trajectory provided by the path planning is adjusted. If these parameters of the parameter set are set very hard in the system dynamic sense, the trajectory is adjusted very accurately and follow even with small deviations from the desired trajectory strong vehicle reactions that are expressed in high Girate and lateral accelerations. However, these strong reactions have a negative impact on ride comfort. On the other hand, with a soft interpretation of the parameters, the effects on deviations from the desired trajectory are lower and thus the comfort significantly higher. Disadvantageously, however, then by this soft adjustment of the controller parameters, the accuracy with respect to to be regulated target trajectory significantly lower.
  • Object of the present invention is therefore to provide a driver assistance system, a motor vehicle and a method for controlling a driving dynamics of an at least partially automatically moving motor vehicle, which make it possible to better reconcile the discrepancy between safety and comfort when adjusting a given target trajectory ,
  • This object is achieved by a driver assistance system, a motor vehicle and a method for regulating a driving dynamics with the features according to the respective independent claims.
  • Advantageous embodiments of the invention are the subject of the dependent claims, the description and the figures.
  • the invention is based on the recognition that the problem of the discrepancy between safety and comfort results from the fact that the path planning determines depending on the detected environment a desired trajectory, which is then adjusted by the controller, which disadvantageously no direct communication between the controller and the environment perception can take place. Accordingly, the rule can not judge in which situation the transferred target trajectory must be adjusted as accurately as possible and in which situations even larger deviations from this target trajectory would be acceptable in favor of comfort.
  • This knowledge can now be advantageously used to encode this information in a corresponding free range value, which can then be transferred to the controller, which can thus advantageously adapt the control strategy according to the transferred free range value.
  • This free range value transferred to the regulator device can therefore reflect, for example, the size of the free-running environment, ie the surrounding area of the motor vehicle which can be driven freely without risk of collision or accident risk.
  • the regulator device can thus advantageously set the control-influencing parameters in a critical situation represented by the free range value, for example the controller parameters of the controller so that the desired trajectory is adjusted as accurately as possible, ie very hard in the system dynamic sense
  • the controller can set the controller parameters in such a way that the desired trajectory is adjusted in a very comfortable manner, that is to say the controller parameters are set very softly in the system dynamic sense.
  • control device is now advantageously able to adjust the current environment situation, which can be represented by the free range value, when adjusting the desired trajectory to take into account the adjustment of this target trajectory always as comfortable as possible, without having to take any security risks.
  • the at least one surrounding detection means can be designed as any environment sensor.
  • the driver assistance system can also have several surroundings detection means.
  • environment sensing means can so For example, cameras, laser scanners, radar sensors, ultrasonic sensors, or the like.
  • these may be designed to detect only a portion of the environment around the motor vehicle, such as the front area, or completely cover the environment around the motor vehicle and thus have a total detection range, the environment of the motor vehicle in a full angle, ie 360 ° to the motor vehicle covers.
  • the evaluation device for carrying out a single task may have different modules.
  • it can have an environment modeling module which determines the at least one free space value as a function of the environment data acquired by the sensors.
  • the environment modeling module can additionally also create an environment model depending on the environmental data acquired by the sensors, which can be used to determine the free space value or other variables.
  • the environment model can also be transmitted to a path planning device, which can represent a further module of the evaluation device, which determines the desired trajectory based thereon.
  • a trajectory is defined as a trajectory that describes the spatial position of the motor vehicle or a point of the motor vehicle as a function of time.
  • the evaluation device can have a corresponding path planning device.
  • the target trajectory determined on the basis of the detected environment by the evaluation device or its path planning device can be determined in accordance with methods known from the prior art.
  • the determination of the desired trajectory can be determined, for example, as a function of a predefined navigation destination, the road course, a maximum permissible maximum speed, as well as on the basis of the surroundings detection, ie as a function of the lane course detected by the surroundings detection, obstacles, other road users or the like.
  • the target trajectory is determined in particular so that the motor vehicle always remains in the driving dynamic stable range when driving this trajectory.
  • the adjustment of the desired trajectory by the regulator device is preferably always carried out so that the motor vehicle always remains in the stable driving range. It is advantageous if the regulator device has at least one adjustable controller parameter, and the regulator device is designed to set the at least one adjustable controller parameter as the at least one parameter influencing the controller.
  • This refinement is particularly advantageous since it is precisely the controller parameters or the parameter set of a controller mentioned at the outset which influence the controller strategy and the manner of regulation and, in particular, determine how strongly or how quickly deviations are corrected. Accordingly, it can be determined by adjusting the controller parameters whether deviations should be corrected as quickly as possible and the desired trajectory should be adjusted as accurately as possible or whether, on the other hand, a slower compensation of deviations is permitted in favor of the comfort. Since this in turn takes place in dependence on the transferred at least one free range value, this provides a particularly good situation adaptation.
  • the at least one parameter influencing the control can also represent a scaling parameter for scaling a control deviation.
  • scaling of the control error ie the control deviation, depending on the at least one free range value possible.
  • This also allows the above advantages to be achieved. This is due to the fact that with given controller parameters a large control deviation, for example a large deviation of the actual trajectory from the nominal trajectory to be adjusted, results in stronger control interventions than smaller control deviations. Accordingly, for example, a scaling of the control deviation in such a way that the control deviation decreases, with the result that the regulating errors of the controller based on the control deviation are also lower, and thus more comfortable, than without scaling.
  • the controller parameters can be set very hard and / or the control deviation remains unscaled.
  • the controller parameters can be set very soft and / or the Control deviation is scaled by the scaling parameter so that it decreases.
  • the at least one parameter influencing the regulation determines the manner in which the desired trajectory is adjusted. If this parameter represents a controller parameter, the controller device preferably has not only one but several, up to numerous controller parameters. This advantageously allows a particularly good and flexible situational adaptation.
  • the at least one controller parameter can determine how quickly a deviation of an actual trajectory of the motor vehicle from the setpoint trajectory is compensated.
  • the controller parameters are set so that deviations from the desired trajectory are corrected very quickly, this leads, at least in the time average, to significantly higher yaw rates and lateral accelerations than when setting the controller parameters such that deviations from the desired trajectory be slowed down.
  • it can thus advantageously be determined by setting the controller parameters whether a very rapid compensation of deviations from the desired trajectory should take place, which is advantageous in critical environment situations, since then the desired trajectory is maintained very accurately, or a slower compensation can take place in favor of comfort, which is advantageous in non-critical environments.
  • control device is designed to determine a manipulated variable for a manipulated variable to be set at at least one actuator as a function of the desired trajectory and in dependence on the transferred free range value and the at least one actuator for setting the manipulated variable driving.
  • actuators for adjusting the desired trajectory advantageously not only the transferred target trajectory is taken into account, but also the free range value, which so to speak specifies how exactly or how fast, the target trajectory he must be adjusted .
  • further parameters can be taken into account when controlling the at least one actuator or when determining the manipulated variable to be set be how of course the current deviation between the actual trajectory of the motor vehicle and target trajectory.
  • the evaluation device is designed to determine the at least one free range value as a current first free range value as a function of the detected at least one region of the environment and to transfer it to the regulator device, as well as in dependence on the detected at least one region of the environment to predict at least one future second free-space value and to pass it to the regulator device, wherein the regulator device is adapted to set the at least one influencing the control parameters depending on the transferred first and second free range value.
  • the environment in a current driving situation may be relatively freely navigable, since there are no other road users in the immediate vicinity of the motor vehicle, but based on the current environment detection by the environmental sensors, which can sometimes detect very far ahead lying areas of the environment motor vehicle already be foreseeable that in the course of driving many other road users or a construction site or the like, so so Expected to change the current environment in the future. Accordingly, the transition between the very comfortable adjustment of the desired trajectory in the current situation to a future regulation, which aims at a very strict compliance with the target trajectory, continuously, harmoniously and thus also made very comfortable. As a result, the comfort can be additionally increased.
  • the evaluation device is designed, depending on the detected at least one area of the environment, a, in particular current or future, driving situation according to at least one criterion with respect to its criticality in the event of a deviation of the driven by the motor vehicle trajectory of the To assess desired trajectory and depending on the assessment to set the at least one free range value.
  • the controller device receives information about the current and optionally also the future criticality of the driving situation in relation to the vehicle environment through the transferred free range value.
  • the evaluation device is designed to evaluate the driving situation as critical or uncritical and depending on the evaluation to determine the free range value from only two predetermined mutually different values, so that in a evaluated as uncritical driving situation the free space value has a first value of the two Takes values and the free range value assumes a second of the two values in a driving situation evaluated as critical.
  • the evaluation device is designed to determine the free range value as one of many different values from a predetermined value interval having a first and a second interval limit, wherein the evaluation device is adapted to the free range value such specify that the free range value is selected the closer to the first interval limit, the more uncritical the driving situation was evaluated according to the at least one criterion.
  • a closed interval can be predetermined with quasi-continuously successive values, from which the free range value can be selected.
  • arbitrarily fine gradations can be realized for the representation of the criticality by the free-space value.
  • the predetermined interval may be set from 0 to 1.
  • the free range value may then be, for example, 0.0 or 0.1 or 0.2, etc. to 1, 0, or even 0.00 or 0.01 or 0.02, and so on until 1.00 ,
  • the free range value can analogously also have three, four, etc., decimal places.
  • the gradations or setting options for the parameters influencing the control can be correspondingly fine and differentiated.
  • the possibility of choosing the free-space value quasi-continuously in a predetermined interval depending on the surrounding situation is particularly important advantageous, as can be provided by a continuous value, a particularly smooth and continuous adjustment of the control.
  • the evaluation device is designed to determine the criticality as a function of at least one of the following environmental parameters, which is determined on the basis of the detected at least one region of the environment: A presence of at least one predetermined object in an environment of Motor vehicle and / or a distance to at least one predetermined object in the vicinity of the motor vehicle and / or a number of existing in the vicinity of the motor vehicle predetermined objects and / or a kind of detected in the environment of the motor vehicle object.
  • a predetermined object may be detected whether a predetermined object is present in an environment of the motor vehicle.
  • it can be checked whether other road users, like other motor vehicles, are located in the surroundings of the motor vehicle or not. If this is not the case, the situation may be assessed as less critical than in the case where one or more other road users are in the vicinity of the motor vehicle.
  • a further criterion for the evaluation of the criticality can advantageously also be the removal of these predetermined objects to the motor vehicle or to the planned trajectory.
  • Such objects may, for example, again be other road users or also lane boundaries and / or lane markings.
  • the number of predetermined objects present in the environment of the motor vehicle can be included in the evaluation of the criticality.
  • the criticality of a driving situation it is also possible to take into account the nature of a detected object, since some objects pose more or less danger or more or less caution is required for some objects. For example, in existing in the vicinity of the vehicle pedestrians a particularly high degree of caution, so in such a case, the Driving situation can be assessed as more critical than in non-relevant objects, such as a plastic bag on the lane.
  • the criticality can still be evaluated depending on countless other environmental parameters.
  • other parameters not based on an environment detection may be included in the criticality assessment, such as vehicle speed.
  • the criticality of the driving situation can be assessed, as a function of which, in turn, the free range value is determined.
  • the overall criticality of the current situation may be a weighted sum of the score according to several or all of the above individual criteria.
  • the criticality for a future driving situation can be determined quite analogously, in particular as a function of the above-mentioned parameters, but then correspondingly with respect to a surrounding area further away from the motor vehicle, for example with respect to the current driving direction or Reference to the currently planned target trajectory.
  • the invention also relates to a motor vehicle with a driver assistance system according to the invention or one of its refinements.
  • the advantages mentioned for the driver assistance system according to the invention and its embodiments apply in the same way for the motor vehicle according to the invention.
  • the invention also relates to a method for controlling a driving dynamics of an at least partially automatically moving motor vehicle, wherein at least one area of an environment of the motor vehicle is detected, depending on the detected at least one area of the environment is determined by the motor vehicle target trajectory is determined and the determined desired trajectory is adjusted by a regulator device.
  • At least one free-space value is determined as a function of the detected at least one region of the environment and passed to the regulator device, wherein furthermore at least one parameter of the regulator device influencing the regulation is set as a function of the transferred free-space value and the regulator device sets the target value.
  • Trajektorie according to the set at least one regulating the influencing parameters.
  • the invention also includes further developments of the method according to the invention, which have features as have already been described in connection with the developments of the driver assistance system according to the invention. For this reason, the corresponding developments of the method according to the invention are not described again here.
  • an embodiment of the invention is described. This shows:
  • the exemplary embodiment explained below is a preferred embodiment of the invention.
  • the described components of the embodiment each represent individual features of the invention that are to be considered independently of one another, which also each independently further develop the invention and thus also individually or in a different combination than the one shown as part of the invention.
  • the described embodiment can also be supplemented by further features of the invention already described.
  • the driver assistance system 1 1 shows a schematic representation of an at least partially automatically moving motor vehicle 10 with a driver assistance system 11 having a driving dynamics control system 12 according to an exemplary embodiment of the invention.
  • the driver assistance system 1 1 has surroundings detection means, in particular Environment sensors 13, such as cameras, laser scanners, radar sensors, ultrasonic sensors, or the like. These are designed to at least partially detect the environment U of the motor vehicle 10 and to supply the acquired environment data to an evaluation device 14, in particular to an environment modeling system or environment module 15 of the evaluation device 14. On the basis of this environment data, the environment module 15 creates an environment model.
  • Such an environment model can, for example, contain the information about where other objects, such as further road users, edge structures, lane markings, or the like are arranged in the environment of the motor vehicle 10, and which areas are to be traveled freely by the motor vehicle 10.
  • This environment information is then supplied to the evaluation device 14 in accordance with the environment module 15 of a web planning device 16.
  • the path planning device 16 then calculates a desired trajectory T, which is transferred to a control device 18 of the vehicle dynamics control system 12, based on the transmitted environment data and additionally on the basis of map data of a map 17 provided, for example, by a navigation system of the motor vehicle 10.
  • This regulator device 18 then calculates corresponding manipulated variables 19a, 19b, 19n for different actuators 20 of the motor vehicle 10, such as a steering angle, a braking or acceleration specification, or the like, depending on the transmitted desired trajectory T.
  • the actuators 20 then correspondingly include a steering of the motor vehicle 10 and a braking and accelerating device.
  • various other actuators 20 can be controlled, such as a Vorderachss- or Schuachsdifferenzial, a roll compensation device, or the like.
  • motion parameters 21 of the motor vehicle are continuously recorded, such as the current position of the motor vehicle 10, the current speed, the current acceleration, higher derivatives of the current acceleration, in particular in the radial direction, such as a radial acceleration, rotations, etc.
  • These detected movement parameters 21 can in turn be supplied to the control device 18, and optionally also to the environment module 15 and / or the path planning device 16. From this acquired motion parameters 21 of the motor vehicle 10, in turn, the current deviation of the actual trajectory of the motor vehicle 10 from the target Trajectory T are calculated and appropriate corrections are made by the regulator device 18.
  • the regulator device 18 comprises a plurality of controller parameters R1, R2, Rn, which have a significant effect on how dynamically the setpoint trajectory T provided by the path planning device 16 is adjusted. If these controller parameters R1, R2, Rn are set very hard in the system-dynamic sense, the setpoint trajectory T is adjusted very precisely and even with small deviations from the setpoint trajectory T strong vehicle reactions occur, which are expressed in high girates and lateral accelerations. On the other hand, if these controller parameters R1, R2, Rn are set very softly, the effects are smaller for deviations from the desired trajectory T and the comfort increases.
  • controller parameters R1 are fixed and the controller device does not communicate with the environment perception and thus can only consider the trajectory provided by the path planning provided.
  • the controller parameters are usually chosen very hard, which, however, greatly reduces the ride comfort.
  • the vehicle dynamics controller 18 as provided in accordance with this exemplary embodiment of the invention, now receives information directly from the environment model or environment module 15 about the nature of the current environment situation, the controller parameters R1, R2, Rn can advantageously be adapted to the situation. This can be described as follows via a corresponding free space value W, which describes the accuracy demanded by the environment perception or by the environment module 15 for adjusting the trajectory T.
  • the motor vehicle 10 is in an uncritical situation, which is described, for example, in that the motor vehicle 10 is located far away from roadway boundaries and there are no further objects in the vicinity of the planned trajectory T, this can be done by the environment module 15 of the control device 18 by one, for example, low, free range value W are communicated and the Regulator parameters R1, R2, Rn can be selected by the control device 18 accordingly so that the responses to a deviation from the trajectory T turn out in favor of the comfort.
  • the environment module 15 communicates this to the control device 18 in accordance with, for example, higher, free range value W and the controller parameters R1, R2, Rn become corresponding This free range value W is chosen so that the trajectory T is safely and accurately adjusted.
  • an exchange of information between the environment module 15 and the vehicle dynamics control device 18 can be provided in a particularly advantageous and simple manner, and consequently a situational adaptation possibility of the parameter set of the control device 18.
  • control device 18 receives from the environment module 15 a continuous value as free range value W within fixed limits, from which the controller 18 can ultimately derive whether a critical situation exists, or the environment of the vehicle 10 is free and all transitions therebetween.
  • the model-based describes the movement of the motor vehicle in the error space, in particular by the movement descriptive differential equations whose eigenvalues ultimately effectively describe how fast errors are corrected, can according to the transmitted free range value W the eigenvalues of the error dynamics usually used for the design are adapted.
  • a strongly negative eigenvalue configuration can be chosen that can fully exploit the limits of the actuators.
  • the eigenvalues are pushed towards zero.
  • a continuous free range value W it can also assume only two different values, one for critical situations and one for uncritical situations. This represents a particularly simple variant, while a continuous free-space value W advantageously enables a smooth and continuous adaptation of the regulator device 18.
  • FIG. 2 shows a schematic representation of a part of the regulator device 18 from FIG. 1, in particular a lateral regulator 18a, which is responsible for regulating a steering angle ⁇ as a manipulated variable 19a, 19b, 19n.
  • This lateral controller 18a may in turn comprise two modules, namely a first module 22, and a second module 23.
  • the second module 23 may be formed, for example, as a feedforward controller which, depending on the target trajectory T supplied to this second module 23, has a corresponding one first steering angle cd provides.
  • the first module 22 may be designed as an adaptive tracking module which, depending on the detected deviation ⁇ between actual and desired based on the detected motion parameters 21 provides a corresponding correction steering angle a2, which together with the provided by the second module 23 steering angle cd finally as Total steering angle ⁇ provides the control value for the steering.
  • controller parameters R1, R2, Rn here especially for the adaptive tracking module 22 for the lateral control.
  • controller parameters R1, R2, Rn can now again advantageously be adjusted as a function of the free-area value W determined as described with reference to FIG.
  • the deviations ⁇ can themselves be scaled by a scaling parameter which is set as a function of the free-space value W. This also makes it possible to change the control strategy and thus the driving dynamics according to the situation.
  • control device 18, for example, for braking and acceleration operations can be moved accordingly for each additional controller module.
  • An alternative to the two-degree-of-freedom structure of the control with feedforward control and following control described here can, for example, also be a cascaded control or cascade control, which can be implemented by a corresponding design of the control device 18.
  • the example shows how the invention allows an exchange of information between the environment and the regulator device, and thus an optimal situational adaptation, which increases the comfort of automatic driving and at the same time increases safety.

Abstract

L'invention concerne un système d'aide à la conduite (11) d'un véhicule automobile (10) au moins partiellement autonome, le système d'aide à la conduite (11) présentant an moins un moyen de détection (13) de l'environnement qui est conçu pour détecter au moins une zone d'un environnement (U) du véhicule automobile (10), un dispositif d'évaluation (14) qui est conçu pour déterminer, en fonction de la ou des zones de l'environnement (U) détectées, une trajectoire théorique (T) devant être parcourue par le véhicule automobile (10), et un dispositif de régulation (18) qui est conçu pour réguler la trajectoire théorique (T) déterminée par le dispositif d'évaluation (14). Selon l'invention, le dispositif d'évaluation (14) est conçu pour déterminer, en fonction de la ou des zones de l'environnement (U) détectées, au moins une valeur de zone libre (W) et pour la transmette au dispositif de régulation (18), le dispositif de régulation(18) présentant au moins un paramètre de régulation (R1, R2, Rn) ajustable et le dispositif de régulation (18) étant conçu pour ajuster le ou les paramètres de régulation (R1, R2, Rn) en fonction de la valeur de zone libre (W) transmise, et pour réguler la trajectoire théorique (T) sur la base du ou des paramètres de régulation (R1, R2, Rn) ajustés.
EP18796907.6A 2017-11-03 2018-10-31 Système d'aide à la conduite d'un véhicule automobile au moins partiellement autonome, véhicule automobile et procédé de régulation d'une dynamique de conduite Pending EP3703989A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017125729.2A DE102017125729A1 (de) 2017-11-03 2017-11-03 Fahrerassistenzsystem für ein zumindest teilweise automatisch fahrendes Kraftfahrzeug, Kraftfahrzeug und Verfahren zum Regeln einer Fahrdynamik
PCT/EP2018/079830 WO2019086518A1 (fr) 2017-11-03 2018-10-31 Système d'aide à la conduite d'un véhicule automobile au moins partiellement autonome, véhicule automobile et procédé de régulation d'une dynamique de conduite

Publications (1)

Publication Number Publication Date
EP3703989A1 true EP3703989A1 (fr) 2020-09-09

Family

ID=64109856

Family Applications (1)

Application Number Title Priority Date Filing Date
EP18796907.6A Pending EP3703989A1 (fr) 2017-11-03 2018-10-31 Système d'aide à la conduite d'un véhicule automobile au moins partiellement autonome, véhicule automobile et procédé de régulation d'une dynamique de conduite

Country Status (6)

Country Link
US (1) US11958477B2 (fr)
EP (1) EP3703989A1 (fr)
KR (1) KR20200089275A (fr)
CN (1) CN111295317B (fr)
DE (1) DE102017125729A1 (fr)
WO (1) WO2019086518A1 (fr)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017125729A1 (de) 2017-11-03 2019-05-23 Audi Ag Fahrerassistenzsystem für ein zumindest teilweise automatisch fahrendes Kraftfahrzeug, Kraftfahrzeug und Verfahren zum Regeln einer Fahrdynamik
JP7369078B2 (ja) * 2020-03-31 2023-10-25 本田技研工業株式会社 車両制御装置、車両制御方法、及びプログラム
DE102020119571A1 (de) 2020-07-24 2022-01-27 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zur automatischen autonomen Steuerung eines Kraftfahrzeugs
CN112256037B (zh) * 2020-11-03 2021-07-30 智邮开源通信研究院(北京)有限公司 应用于自动驾驶的控制方法、装置、电子设备及介质
US20220258728A1 (en) * 2021-02-16 2022-08-18 Atieva, Inc. Physical feedback confirmation from assisted-driving system about traffic event
US11731648B2 (en) 2021-02-19 2023-08-22 Aptiv Technologies Limited Vehicle lateral—control system with dynamically adjustable calibrations
US11851052B2 (en) * 2022-01-31 2023-12-26 Ford Global Technologies, Llc Vehicle path verification
CN114506344B (zh) * 2022-03-10 2024-03-08 福瑞泰克智能系统有限公司 一种车辆轨迹的确定方法及装置
CN117289686B (zh) * 2023-11-27 2024-03-26 中国第一汽车股份有限公司 一种参数标定方法、装置、电子设备及存储介质

Family Cites Families (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9108600B2 (en) 2009-05-07 2015-08-18 Continental Teves Ag & Co. Ohg Method and device for performing closed-loop or open-loop control of the driving stability of a vehicle
DE102010055373A1 (de) * 2010-12-21 2012-06-21 Daimler Ag Verfahren zur Regelung einer Längsdynamik eines Kraftfahrzeugs und Kraftfahrzeug, in dem das Verfahren angewendet wird
EP2681085B1 (fr) 2011-03-01 2017-05-10 Continental Teves AG & Co. oHG Procédé et dispositif de prédiction et d'adaptation de trajectoires de déplacement de véhicules automobiles
DE102013217430A1 (de) * 2012-09-04 2014-03-06 Magna Electronics, Inc. Fahrerassistenzsystem für ein Kraftfahrzeug
DE102013013867A1 (de) 2013-08-20 2015-03-12 Audi Ag Kraftfahrzeug und Verfahren zur Steuerung eines Kraftfahrzeugs
DE102013016422A1 (de) * 2013-10-02 2015-04-02 Audi Ag Verfahren zum Betrieb eines Sicherheitssystems eines Kraftfahrzeugs und Kraftfahrzeug
US9174672B2 (en) * 2013-10-28 2015-11-03 GM Global Technology Operations LLC Path planning for evasive steering maneuver in presence of target vehicle and surrounding objects
DE102015209217B3 (de) * 2015-05-20 2016-09-29 Volkswagen Aktiengesellschaft Verfahren und System zum Bereitstellen einer Trajektorie zur Vermeidung einer Fahrzeugkollision
US10745003B2 (en) * 2015-11-04 2020-08-18 Zoox, Inc. Resilient safety system for a robotic vehicle
US10239529B2 (en) * 2016-03-01 2019-03-26 Ford Global Technologies, Llc Autonomous vehicle operation based on interactive model predictive control
DE102016003308B3 (de) 2016-03-17 2017-09-21 Audi Ag Verfahren zum Betrieb eines Fahrerassistenzsystems eines Kraftfahrzeugs und Kraftfahrzeug
DE102016205152A1 (de) * 2016-03-29 2017-10-05 Avl List Gmbh Fahrerassistenzsystem zum Unterstützen eines Fahrers beim Führen eines Fahrzeugs
US11392120B2 (en) * 2017-09-08 2022-07-19 Motional Ad Llc Planning autonomous motion
DE102017125729A1 (de) 2017-11-03 2019-05-23 Audi Ag Fahrerassistenzsystem für ein zumindest teilweise automatisch fahrendes Kraftfahrzeug, Kraftfahrzeug und Verfahren zum Regeln einer Fahrdynamik

Also Published As

Publication number Publication date
US11958477B2 (en) 2024-04-16
CN111295317B (zh) 2023-05-09
KR20200089275A (ko) 2020-07-24
WO2019086518A1 (fr) 2019-05-09
CN111295317A (zh) 2020-06-16
DE102017125729A1 (de) 2019-05-23
US20210188256A1 (en) 2021-06-24

Similar Documents

Publication Publication Date Title
EP3703989A1 (fr) Système d'aide à la conduite d'un véhicule automobile au moins partiellement autonome, véhicule automobile et procédé de régulation d'une dynamique de conduite
EP3663146B1 (fr) Système d'aide à la conduite pour véhicule automobile, véhicule automobile et procédé de fonctionnement d'un véhicule automobile
EP2681085B1 (fr) Procédé et dispositif de prédiction et d'adaptation de trajectoires de déplacement de véhicules automobiles
DE10025493B4 (de) Verfahren und Vorrichtung zur Koordination mehrerer Fahrsystemeinrichtungen eines Fahrzeugs
EP1926654B1 (fr) Procede et dispositif pour conduire un vehicule
EP3507170B1 (fr) Procédé de commande ou de régulation d'un système d'aide à la conduite d'un véhicule et système d'aide à la conduite
EP2643829B1 (fr) Procédé et dispositif de contrôle de distance pour éviter l'entrée en collision d'un véhicule automobile dans une situation de conduite à faible distance latérale
DE102007061900B4 (de) Spurhalteassistenzsystem und -verfahren für ein Kraftfahrzeug
DE102014223000B4 (de) Einstellbare Trajektorienplanung und Kollisionsvermeidung
DE102016117438A1 (de) Verfahren und Vorrichtung zum Steuern einer Bewegung eines Fahrzeugs und Fahrzeugbewegungssteuersystem
EP2152565B1 (fr) Procédé et dispositif pour la commande d'un système d'aide à la conduite
DE102017205508A1 (de) Verfahren zur automatischen Bewegungssteuerung eines Fahrzeugs
WO2002008010A1 (fr) Systeme automatique de freinage et de pilotage pour un vehicule
DE102018130243A1 (de) Erweitertes Szenario für Autobahnassistenten
DE102013211645A1 (de) Ausweichassistent für Kraftfahrzeuge
DE102015221626A1 (de) Verfahren zur Ermittlung einer Fahrzeug-Trajektorie entlang einer Referenzkurve
EP1350707B2 (fr) Dispositif d'assistance de guidage latéral pour véhicules
WO2020108839A1 (fr) Calcul d'une vitesse prescrite de véhicule en fonction d'une situation
DE102017211485A1 (de) Verfahren und Vorrichtung zum Steuern eines Fahrzeugs
WO2022078648A1 (fr) Procédé de génération d'une trajectoire de décalage latéral
DE102018210368B4 (de) Fahrerassistenzsystem, Fahrzeug, Verfahren zum Betreiben des Fahrerassistenzsystems, Computerprogramm und computerlesbares Speichermedium
EP2822829B1 (fr) Système d'aide à la conduite pour véhicule à moteur
DE102021209390B4 (de) Verfahren zum Einstellen eines Lenkwinkels und/oder einer Gierrate eines Kraftfahrzeug sowie Kraftfahrzeug mit Regeleinheit
WO2023072460A1 (fr) Système de régulation de vitesse à commande électronique pour véhicules à moteur
WO2021078533A1 (fr) Procédé de fonctionnement de multiples véhicules motorisés, et véhicule motorisé

Legal Events

Date Code Title Description
STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: UNKNOWN

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

Free format text: STATUS: THE INTERNATIONAL PUBLICATION HAS BEEN MADE

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

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

Free format text: STATUS: REQUEST FOR EXAMINATION WAS MADE

17P Request for examination filed

Effective date: 20200519

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

DAV Request for validation of the european patent (deleted)
DAX Request for extension of the european patent (deleted)
P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230529

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

Free format text: STATUS: EXAMINATION IS IN PROGRESS

17Q First examination report despatched

Effective date: 20240215