SE539444C2 - Procedure and system for safe driving of a vehicle during cornering - Google Patents

Description

TECHNICAL FIELD The invention relates to a method for safe driving of a vehicle in cornering according to the preamble of claim 1. The invention relates to a vehicle for driving a system for safe driving. The invention also relates to a motor vehicle. The invention also relates to a computer program and a computer program product.

BACKGROUND Cruise control and similar driver support are becoming increasingly intelligent. Today, there are several systems on the market that use map data to drive the vehicle.

It can sometimes be difficult for a driver to determine how fast it is possible to drive the vehicle in a curve. An example where the speed when cornering can be difficult to assess is when the curvature of the curve is initially not so noticeable and then increases further into the curve where the curve is consequently narrowed. At best, such a scenario gives rise to an unpleasant lateral acceleration. In the worst case, this leads to the vehicle slipping into the oncoming lane or driving off the road. Driving the vehicle while cornering therefore entails risks.

DE102011017588 discloses a method for controlling the speed of a vehicle at a curve. According to the method, the driver receives a warning that the vehicle is coming too fast to the curve when the required deceleration is higher than the current deceleration.

OBJECT OF THE INVENTION An object of the present invention is to provide a method and a system for safe driving of a vehicle in cornering which results in safe and efficient driving of the vehicle regardless of whether the control of the driving of the vehicle takes place manually or automatically.

SUMMARY OF THE INVENTION These and other objects, which appear from the following description, are achieved by means of a method, a system, a motor vehicle, a computer program and a computer program product of the kind initially indicated and further having the features set forth in the characterizing part of the appended independent claims. Preferred embodiments of the method and system are defined in the appended dependent claims.

According to the invention, the objects are achieved with a method for safely driving a vehicle while cornering, comprising the steps of continuously determining the prevailing vehicle speed, and of warning the driver in case current deceleration before a cornering is insufficient, further comprising the step of: continuously determining whether the vehicle is driven automatically or manually by the driver of the vehicle, whereby a warning is given depending on whether the vehicle's driving is controlled automatically or manually. Thus, by warning the driver, depending on whether the vehicle's driving is controlled automatically or manually, it is possible to adjust the warning to avoid unnecessary warning and to ensure that appropriate and manual steering warning occurs when driving manually and that appropriate and automatic steering warning occurs during automatic control of the performance. This consequently results in optimized safe driving of the vehicle, taking into account whether control of the driving takes place manually or automatically.

According to one embodiment, the method comprises the step of continuously determining the required deceleration before the cornering. This improves safety in that the driver can be warned earlier if necessary.

According to one embodiment, the method comprises the step of, in case the vehicle speed is controlled automatically, warning the driver if the deceleration of the automatic system is insufficient. This improves safety with automatic control of the performance.

According to one embodiment, the method comprises the step of, in the event that the vehicle speed is controlled manually, warning the driver that the automatic system is not activated. This improves safety with manual control of the performance.

According to one embodiment, the method comprises the step of, in the event that the vehicle speed is controlled manually, warning the driver in the event that a sharp deceleration is required. This improves safety with manual control of the performance.

According to one embodiment of the method, in the case of the vehicle speed, the driver is manually controlled earlier than in the case of the vehicle speed being controlled automatically. In this case, the control is adapted in a suitable manner to whether the control of the performance takes place manually or automatically so that unnecessary warnings can be avoided while maintaining safety.

The embodiments of the system have the same advantages as the corresponding embodiments of the method mentioned above.

DESCRIPTION OF THE DRAWINGS The present invention will be better understood with reference to the following detailed description read in conjunction with the accompanying drawings, in which like reference numerals refer to like parts throughout the many views, and in which: Fig. 1 schematically illustrates a motor vehicle according to an embodiment of the present invention; invention; Fig. 2 schematically illustrates a system for safe driving of a vehicle in cornering according to an embodiment of the present invention; Fig. 3 schematically illustrates a block diagram of a method for safely driving a vehicle in cornering according to an embodiment of the present invention; and Fig. 4 schematically illustrates a computer according to an embodiment of the present invention.

DESCRIPTION OF EMBODIMENTS Here, the term "link" refers to a communication link which may be a physical line, such as an optoelectronic communication line, or a non-physical line, such as a wireless connection, for example a radio or microwave link.

Here, the term "continuously determining" refers, for example, to the determination "continuously determining required decelerations" to stepless determination or stepped determination, i.e. where the determination takes place with a certain repeated occurrence which may be regular and may be time-based or distance-based.

Fig. 1 schematically illustrates a motor vehicle 1 according to an embodiment of the present invention. The exemplary vehicle 1 consists of a heavy vehicle in the form of a truck. The vehicle can alternatively consist of any suitable vehicle such as a bus or a car. The vehicle comprises a system I according to the present invention.

Fig. 2 schematically illustrates a block diagram of a system I for safe driving of a vehicle in cornering according to an embodiment of the present invention.

System I comprises an electronic control unit 100.

System I includes means 110 for determining the occurrence of curvature along the route of the vehicle. The means for determining the occurrence of curvature is according to a variant arranged for continuous determination.

The means 110 for continuously determining the occurrence of curvature along the route of the vehicle includes, according to a variant, a map information unit 112 comprising map data including characteristics of the roadway along the route of the vehicle including curvature.

The means 110 for continuously determining the occurrence of curvature along the route of the vehicle includes, according to a variant, means 114 for determining the position of the vehicle. The means 114 for determining the position of the vehicle comprises a geographical position determining system for continuously determining the position of the vehicle along the route. An example of a geographical location system can be GPS.

The map information unit 112 and the means 114 for determining the position of the vehicle are included according to a variant of means 110a for determining the path of the vehicle, wherein the means for determining the path of the vehicle is arranged to provide predetermined characteristics of the roadway along the path of the vehicle including. Said map data of the map information unit 112 also includes characteristics of the roadway along the route of the vehicle including topography.

Accordingly, the map information unit 112 and the means 114 for determining the position of the vehicle make it possible to continuously identify the position of the vehicle and the characteristics of the roadway, including curvature along the route of the vehicle.

The map information unit 112 makes it possible to determine curvature along the vehicle's route in advance.

The means 110 for continuously determining the occurrence of curvature along the route of the vehicle includes, according to a variant, camera means 116. The camera means 116 is arranged to detect characteristics of the roadway including curvature along the route of the vehicle. The camera means 116 is arranged to detect the shape of the path of the roadway including curvature of the roadway and / or road markings so as to determine curvature of the roadway along which the vehicle travels. The camera means may include one or more cameras for detection.

System I includes means 120 for continuously determining the prevailing vehicle speed. The means 120 for continuously determining the prevailing vehicle speed includes, according to a variant, speedometer means.

System I includes means 130 for prescribing a target velocity associated with a curvature.

System I includes means 140 for continuously determining the required deceleration before cornering. The means 140 for continuously determining the required deceleration before the cornering run is in this case arranged to continuously determine the required deceleration at the determined curvature in order to reach the prescribed target speed at a occurring curvature.

Required deceleration a is determined according to a variant by the equation: Image available on "Original document" Here the inherited brakeden speed corresponds to the prescribed target speed at an occurring curvature, current speed, the required deceleration deceleration and the distance to the position of the curvature.

The means 140 for determining the required deceleration to reach the prescribed target speed at an occurring curvature includes means 142 for continuously determining travel resistance along the vehicle path, the driving resistance including one or more of inclination resistances, frictional characteristics of the road surface, air resistance.

The acceleration contribution, areSavgsom the driving resistanceFresgenerates over the current distance horizon s is determined according to a variant through the equation, where m represents the mass of the vehicle: Image available on "Original document" areSavg) any braking force from the driving resistance is utilized in an efficient manner and braking does not take place unnecessarily.

System I includes means 150 for determining a maximum allowable lateral acceleration. The means 150 for determining a maximum permissible lateral acceleration comprises determining a predetermined maximum permissible lateral acceleration, which is based on normal conditions regarding vehicle characteristics such as length of the vehicle, width of the vehicle, crew composition of the vehicle, load distribution of the vehicle, center of gravity of the vehicle and / or environmental characteristics such as effective lane width, friction characteristics of the road surface, visibility conditions, and dosing characteristics of the road surface. According to one embodiment, the predetermined maximum permissible lateral acceleration is in the order of 2 m / s <2>. The maximum permissible lateral acceleration here consists of a predetermined maximum permissible lateral acceleration. According to an alternative or complementary variant, the electronic control unit 100 includes stored data on the maximum allowable lateral acceleration.

Determination of maximum vehicle speed vmax and in this case speed profile based on maximum permissible lateral acceleration uses information about the curvature of the roadway along the vehicle's route, using the following equation according to a variant: Image available on "Original document" where max (s) is the maximum speed max (s) is the maximum permissible lateral acceleration at distance s in front of the vehicle and c (s) is the curvature at distance s in front of the vehicle. In this case, the maximum speed in the case of a safety-critical speed-limiting phenomenon in the form of curvature along the route of the vehicle. Where there is no curvature, the speed limitation of the road and in this case a non-safety-critical speed-limiting phenomenon in the form of a changed speed along the route of the vehicle constitutes the maximum permitted speed vmax and in this case the target speed.

System I includes means 100 for determining a maximum allowable deceleration machine for automatically controlling the driving of the vehicle. The means 100 for determining a maximum permissible deceleration during automatic control of the vehicle's driving comprises determining a predetermined maximum permissible deceleration during automatic control of the vehicle's driving which according to a variant is set to a certain predetermined limit to avoid unforeseen events in the form of a curvature. which, for example, when changing roads can be difficult for a system to act on. According to a variant, the maximum permissible decelerations are set to approx. -2 m / s <2. and axle pressure of the vehicle and / or environmental characteristics such as effective lane width, friction characteristics of the road surface, visibility conditions, and dosing characteristics of the road surface. The means 100 for determining a maximum permissible deceleration during automatic control of the driving of the vehicle is comprised of the electronic control unit 100, which according to a variant includes stored data on the maximum permissible deceleration.

System I includes means 160 for determining whether current deceleration prior to a curve run is insufficient. Determining whether the current deceleration before a cornering is insufficient is arranged to take place continuously. The means 160 for determining whether the current deceleration before a cornering is insufficient includes means for comparing the required deceleration before cornering with the maximum permissible deceleration the maximum permitted deceleration in automatic control of the vehicle's driving to thus determine whether the current deceleration before a cornering is insufficient. By thus determining whether the current deceleration before a cornering is insufficient, evidence is obtained to warn the driver in the event that the deceleration is determined to be insufficient.

System I includes means 170 for continuously determining whether the driving of the vehicle is controlled automatically or manually by the driver of the vehicle. The means 170 for determining whether the vehicle's driving is controlled automatically or manually includes sensor means for detecting whether the vehicle's cruise control system is activated. The means 170 for determining whether the vehicle's driving is controlled automatically or manually includes sensor means for determining whether the vehicle's accelerator pedal and / or brake pedal is operated by the driver.

System I comprises means 180 for warning the driver in case current deceleration before a cornering is insufficient.

The means 180 for warning the driver in the event of actual deceleration before a cornering drive is insufficient may be any suitable warning means such as visual warning means, audible warning means and / or tactile warning means.

According to a variant, the visual warning means comprises a display unit and / or a flashing unit or equivalent. The audible warning means includes presentation in the form of a voice message and / or presentation in the form of an audible alarm. The tactile warning means includes the actuation of the steering wheel in the form of vibration / movement and / or the actuation of the vehicle seat in the form of vibration and / or the influence of the pedal such as the accelerator pedal or brake pedal.

The means 180 for warning the driver in case the current deceleration before a cornering is insufficient is arranged to activate the warning depending on whether the driving of the vehicle is controlled automatically or manually.

The means 180 for warning the driver in case the current deceleration before a cornering is insufficient is arranged to activate warning for the driver earlier in case the vehicle speed is controlled manually than in case the vehicle speed is controlled automatically.

The means 180 for warning the driver in case the current deceleration before a cornering is insufficient includes means 182 for, in case the vehicle speed is controlled automatically, warning the driver if the deceleration of the automatic system is insufficient. System I here comprises means 182 for, in case the vehicle speed is controlled automatically, warning the driver if the deceleration of the automatic system is insufficient. Consequently, a warning is issued about: Image available on "Original document" Ie. the required deceleration is higher than what the automatic system is allowed to brake with.

The means 180 for warning the driver in case the current deceleration before a cornering is insufficient includes means 184 for, in case the vehicle speed is controlled manually, warning the driver that the automatic system is not activated. If the automatic system is not activated, according to a variant, a warning could be given if: Image available on "Original document" Therefore, according to a variant, a variant is set to a smaller deceleration value than the maximum brake to inform the driver in good time that he needs to brake to avoid a situation. In the case where the vehicle speed is controlled manually, the means 180 for warning is arranged to activate the warning for the driver earlier than in the case where the vehicle speed is controlled automatically. According to a variant, this value and the function itself are adjustable.

The means 180 for warning the driver in case of actual deceleration before a cornering is insufficient includes means 186 for, in case the vehicle speed is controlled manually, warning the driver in case a sharp deceleration is required.

The electronic control unit 100 is signal connected to the means 110 for determining the occurrence of curvature along the route of the vehicle via a link 10. The electronic control unit 100 is arranged via the link 10 to receive a signal from the means 110 representing data for curvature.

The electronic control unit 100 is signal connected to the means 110a comprising the map information unit 112 and the means 114 for determining the position of the vehicle via a link 10a. The electronic control unit 100 is arranged via the link 10a to receive a signal from the means 110a representing map data for curvature along the route of the vehicle.

The electronic control unit 100 is signal connected to the camera means 116 via a link 16. The electronic control unit 100 is arranged via the link 16 to receive a signal from the camera means 116 representing data for curvature of the roadway along the route of the vehicle.

The electronic control unit 100 is signal connected to the means 120 for continuously determining the prevailing vehicle speed via a link 20. The electronic control unit 100 is arranged via the link 20 to receive a signal from the means 120 for continuously determining the prevailing vehicle speed representing speed data for the prevailing vehicle speed.

The electronic control unit 100 is signal connected to the means 130 for prescribing a target speed associated with a curvature via a link 30a. The electronic control unit 100 is arranged via the link 30a to send a signal to the means 130 representing speed data for speed corresponding to a curvature.

The electronic control unit 100 is signal connected to the means 130 for prescribing a target speed associated with a curvature via a link 30b. The electronic control unit 100 is arranged via the link 30b to receive a signal from the means 130 representing speed data for the prescribed target speed associated with the curvature.

The electronic control unit 100 is signal connected to the means 140 for continuously determining the required deceleration before the cornering via a link 40a. The electronic control unit 100 is arranged via the link 40a to receive a signal from the means 140 representing deceleration data for the required deceleration in order to reach the target speed according to the determined curvature at the curvature.

The electronic control unit 100 is signal connected to the means 142 for continuously determining driving resistance along the route of the vehicle via a link 42. The electronic control unit 100 is arranged via the link 42 to receive a signal from the means 142 representing driving resistance data.

The electronic control unit 100 is signal connected to the means 140 for continuously determining the required deceleration before the cornering via a link 40b. The electronic control unit 100 is arranged via the link 40b to send a signal to the means 140 representing speed data for the current vehicle speed, data for curvature and distance data to curvature, and driving resistance data.

The electronic control unit 100 is signal connected to the means 150 for determining a maximum permissible lateral acceleration via a link 50. The electronic control unit 100 is arranged via the link 50 to receive a signal from the means 150 representing side acceleration data for maximum permissible lateral acceleration.

The electronic control unit 100 is arranged to process said data for curvature as well as speed data and travel resistance data from the means 142 and send said data to the means 140 to determine the required deceleration before the cornering. The means 140 for determining the required deceleration before cornering is arranged to process said speed data for current vehicle speed, data for curvature and distance data to curvature, and travel resistance data from the electronic control unit 100 so as to determine the required deceleration.

The means 130 for prescribing a target speed associated with a curvature is arranged to process said deceleration data for required longitudinal deceleration and lateral acceleration data for determining target velocity and transmitting velocity data for the prescribed target speed associated with the curvature to the electronic control unit.

The electronic control unit 100 is signal connected to the means 160 for determining whether the current deceleration before a cornering is insufficient via a link 60a. The electronic control unit 100 is arranged via the link 60a to send a signal to the means 160 representing deceleration data for maximum permissible deceleration and deceleration data for required deceleration before cornering.

The means 160 for determining whether current deceleration before a cornering is insufficient is arranged to compare deceleration data for required deceleration before cornering with deceleration data for maximum permissible deceleration when automatically controlling the vehicle's driving to thus determine data for current deceleration before a cornering deceleration.

The electronic control unit 100 is signal connected to the means 160 to determine whether the current deceleration before a curve run is insufficient via a link 60b. The electronic control unit 100 is arranged via the link 60b to receive a signal from the means 160 representing data for whether the current deceleration before a cornering is insufficient.

The electronic control unit 100 is signal connected to the means 170 for continuously determining whether the driving of the vehicle is controlled automatically or manually by the driver of the vehicle via a link 70. The electronic control unit 100 is arranged via the link 70 to receive a signal from the means 170 representing data. automatically or manually.

The electronic control unit 100 is signal connected to the means 180 to warn the driver in case current deceleration before a cornering is insufficient via a link 80. The electronic control unit 100 is arranged via the link 80 to send a signal to the means 180 representing warning data that current deceleration before a cornering is insufficient to thus warn the driver.

The electronic control unit 100 is signal connected to the means 182 to, in case the vehicle speed is controlled automatically, warn the driver if the deceleration of the automatic system is insufficient via a link 82. The electronic control unit 100 is arranged via the link 82 to send a signal to the means 182 representing warning data that the deceleration of the automatic system before cornering is insufficient to thus warn the driver.

The electronic control unit 100 is signal connected to the means 184 to, in case the vehicle speed is controlled manually, warn the driver that the automatic system is not activated via a link 84. The electronic control unit 100 is arranged via the link 84 to send a signal to the means 184 representing warning data that the automatic system is not activated in order to warn the driver.

The electronic control unit 100 is signal connected to the means 186 in order, in case the vehicle speed is controlled manually, to warn the driver in the event of a strong deceleration via a link 86. The electronic control unit 100 is arranged via the link 86 to send a signal to the means 186 representing warning data to warn the driver that severe deceleration is required.

Fig. 3 schematically illustrates a block diagram of a method for safely driving a vehicle in cornering according to an embodiment of the present invention.

According to one embodiment, the method for driving a vehicle safely while cornering involves a first step S1. In this step, the current prevailing vehicle speed is determined.

According to one embodiment, the method for safely driving a vehicle while cornering comprises a second step S2. In this step, the driver is warned in the event that current deceleration before a cornering is insufficient.

According to one embodiment, the method for driving a vehicle safely while cornering involves a third step S3. In this step, continuously determine whether the vehicle's driving is controlled automatically or manually by the vehicle's driver, whereby a warning is given depending on whether the vehicle's driving is controlled automatically or manually.

Referring to Fig. 4, there is shown a diagram of an embodiment of a device 500. The controller 100 described with reference to Fig. 2 may in one embodiment include the device 500. The device 500 includes a non-volatile memory 520, a data processing unit 510, and a read / write memory 550. The non-volatile memory 520 has a first memory portion 530 in which a computer program, such as an operating system, is stored to control the operation of the device 500. Further, the device 500 includes a bus controller, a serial communication port , I / O means, an A / D converter, a time and date input and transfer unit, an event counter and an interrupt controller (not shown). The non-volatile memory 520 also has a second memory portion 540.

A computer program P is provided which includes routines for safely driving a vehicle when cornering according to the innovative method. Program P includes routines for determining the current vehicle speed on an ongoing basis. The program P includes routines for warning the driver in the event that the current deceleration before a cornering is insufficient. The program P includes routines for continuously determining whether the vehicle's driving is controlled automatically or manually by the vehicle's driver, whereby a warning is given depending on whether the vehicle's driving is controlled automatically or manually. The program P can be stored in an executable manner or in a compressed manner in a memory 560 and / or in a read / write memory 550.

When it is described that the data processing unit 510 performs a certain function, it is to be understood that the data processing unit 510 performs a certain part of the program which is stored in the memory 560, or a certain part of the program which is stored in the read / write memory 550.

The data processing device 510 can communicate with a data port 599 via a data bus 515. The non-volatile memory 520 is intended for communication with the data processing unit 510 via a data bus 512. The separate memory 560 is intended to communicate with the data processing unit 510 via a data bus 511. Read / write memory 550 is arranged to communicate with the data processing unit 510 via a data bus 514. To the data port 599, e.g. the links connected to the control unit 100 are connected.

When data is received on the data port 599, it is temporarily stored in the second memory part 540. Once the received input data has been temporarily stored, the data processing unit 510 is arranged to perform code execution in a manner described above. The received signals on the data port 599 can be used by the device 500 to determine the continuously prevailing vehicle speed. The received signals on the data port 599 can be used by the device 500 to warn the driver in case the current deceleration before a cornering is insufficient. The received signals on the data port 599 can be used by the device 500 to continuously determine whether the driving of the vehicle is controlled automatically or manually by the driver of the vehicle, a warning being given depending on whether the driving of the vehicle is controlled automatically or manually.

Parts of the methods described herein may be performed by the device 500 by means of the data processing unit 510 running the program stored in the memory 560 or the read / write memory 550. When the device 500 runs the program, the methods described herein are executed.

The above description of the preferred embodiments of the present invention has been provided for illustrative and descriptive purposes. It is not intended to be exhaustive or to limit the invention to the variations described. Obviously, many modifications and variations will occur to those skilled in the art. The embodiments have been selected and described to best explain the principles of the invention and its practical applications, thereby enabling one skilled in the art to understand the invention for various embodiments and with the various modifications appropriate to the intended use.

Claims (13)

A method of safely driving a vehicle (1) in cornering, comprising the steps of continuously determining (S1) the prevailing vehicle speed, and of warning (S2) the driver in the event that current deceleration before cornering is insufficient, characterized by the step of: continuously determine (S3) whether the vehicle is being driven by a vehicle or is being driven manually by the driver of the vehicle, a warning being issued both when the vehicle is driven by a cruise control function or driven manually by the driver of the vehicle and a warning is made depending on whether the vehicle is driven with cruise control or is driven manually, whereby, in the event that the vehicle speed is controlled manually, the driver is warned earlier than in the event that the vehicle speed is controlled with cruise control function. A method according to claim 1, comprising the step of continuously determining the required deceleration before the cornering. A method according to claim 1 or 2, comprising the step of, in case the vehicle speed is controlled with cruise control function, warning the driver if the deceleration of the cruise control system is insufficient. A method according to any one of claims 1-3, comprising the step of, in the event that the vehicle speed is controlled manually, warning the driver that the cruise control system is not activated. A method according to any one of claims 1 to 4, comprising the step of, in the event that the vehicle speed is controlled manually, warning the driver in the event that a severe deceleration is required. System (I) for safe driving of a vehicle (1) when cornering, wherein the system (I) is arranged to continuously determine the prevailing vehicle speed, and to warn the driver in case the current deceleration before a cornering is insufficient, characterized in that the system ( I) is arranged to: continuously determine whether the vehicle is driven by a cruise control function or driven manually by the driver of the vehicle, a warning being issued both when the vehicle is driven by a cruise control function or driven manually by the driver of the vehicle and to issue a warning depending on whether the vehicle is driven or driven manually, in which case, if the vehicle speed is controlled manually, the driver is warned earlier than if the vehicle speed is controlled with cruise control function. The system of claim 6, comprising means (140) for continuously determining required deceleration prior to cornering. A system according to claim 6 or 7, comprising means (182) for, in the event that the vehicle speed is controlled by cruise control function, warning the driver if the deceleration of the cruise control system is insufficient. A system according to any one of claims 6-8, comprising means (184) for, in the event that the vehicle speed is controlled manually, warning the driver that the cruise control system is not activated. A system according to any one of claims 6-9, comprising means (186) for, in case the vehicle speed is controlled manually, warning the driver in case a sharp deceleration is required. Vehicle (1) comprising a system (I) according to any one of claims 6-10. A computer program (P) for safely driving a vehicle in cornering, said computer program (P) comprising program code which, when driven by an electronic control unit (100) or another computer (500) connected to the electronic control unit (100) , the electronic control unit (100) is capable of performing the steps of claims 1-5. A computer program product comprising a digital storage medium which stores the computer program according to claim 12.