Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/17—Using electrical or electronic regulation means to control braking
  • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
  • B60T8/17557—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for lane departure prevention
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T7/00—Brake-action initiating means
  • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
  • B60T7/22—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger initiated by contact of vehicle, e.g. bumper, with an external object, e.g. another vehicle, or by means of contactless obstacle detectors mounted on the vehicle
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/17—Using electrical or electronic regulation means to control braking
  • B60T8/174—Using electrical or electronic regulation means to control braking characterised by using special control logic, e.g. fuzzy logic, neural computing
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
  • B62D1/24—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted
  • B62D1/28—Steering controls, i.e. means for initiating a change of direction of the vehicle not vehicle-mounted non-mechanical, e.g. following a line or other known markers
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
  • B60T2201/08—Lane monitoring; Lane Keeping Systems
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
  • B60T2201/08—Lane monitoring; Lane Keeping Systems
  • B60T2201/082—Lane monitoring; Lane Keeping Systems using alarm actuation
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T2260/00—Interaction of vehicle brake system with other systems
  • B60T2260/02—Active Steering, Steer-by-Wire

Definitions

• the invention relates to a method and a device for monitoring or influencing the movement of a vehicle on a path.
• the fajirer controls the movement of a vehicle according to a path to be followed. This is mainly done via the steering of the vehicle. If the driver is inattentive, the vehicle can deviate from the path. In order to counteract this, various so-called “lane keeping systems" are known which intervene directly in the steering of a vehicle.
• these systems have the disadvantage that the steering no longer reacts as the driver is used to or would like to. As a result, the driver can no longer fully control the vehicle.
• the object of the invention is therefore to provide a method and a device for monitoring or influencing the movement of a vehicle on a path, which does not interfere with the steering of the vehicle, the driver remaining in complete control of the vehicle.
• the method for monitoring or influencing the movement of a vehicle on a path initially involves determining a target path that the vehicle is to follow. This can be done using suitable optical sensors, such as. B. infrared sensors or a video camera, the z. B. detect the lane lines or a vehicle ahead and appropriate signals z. B. pass on to an image processing, the resulting path, such. B. determines the location coordinates with respect to the vehicle coordinates.
• the target path can be a location point, a sequence of points, a vector or a trajectory.
• the actual movement of the vehicle is also determined.
• This can e.g. B. the steering angle, the yaw rate or the lateral acceleration, i.e. relate to the respective components around the vertical axis of the vehicle, or also corresponding components in the vehicle longitudinal direction.
• the actual movement can thus be dependent on several parameters or have several components.
• the sensors required to determine the actual movement can be provided by a known ESP sensor (electronic stability program).
• a target movement can be determined from the target path that the vehicle is to perform in order to maintain the target path. A comparison can then be made between the target movement and the actual movement, which results in a movement difference. Another possibility is to extrapolate an "actual path" from the actual movement, which the vehicle would follow based on the actual movement. A comparison can then be made between the target path and this actual path, which provides a path difference as a result.
• two options are given for using the result of the comparative analysis:
• an information variable is determined in accordance with the difference (result) and this is transmitted to the driver of the vehicle in a haptic manner. This is preferably done via the steering wheel of the vehicle and thus addresses the driver's generally very sensitive hands.
• the size of the information can give a suggested direction for the steering of the vehicle so that the driver receives an indication of the steering of the vehicle towards the target path.
• the size of information may suggest strength, i.e. give the speed of steering. So the driver z. B. the more (faster) countersteer, the more the vehicle deviates from the target path.
• the determined target path is not always the ideal path or the path that the driver wants to follow. It is therefore up to the driver to use the information transmitted to him in order to guide the vehicle on the desired path or to steer the vehicle in another way that he desires.
• At least one wheel brake is activated in accordance with the difference.
• This is preferably a wheel brake on the front axle of the vehicle, since there the share of the total braking of the vehicle is approximately 70 to 80%.
• the brake pressure on the wheel brake is raised to move the vehicle in a different direction, e.g. B. to steer towards the target path. If the vehicle is already braked, the brake pressure can also be raised on one wheel brake and the brake pressure can be lowered on the other wheel brake on the same axle.
• the braking pressure is preferably lowered and simultaneously raised in such a way that the vehicle is braked no less than before.
• the brake pressure increase can be less than 30 bar and the speed of the brake pressure increase (brake pressure gradient) can range from 10 to 20 bar / s. This means that the driver only feels a slight deflection of the vehicle, but does not deviate much from the current path. This only informs the driver that he is leaving the determined target path. However, the driver can still fully control the vehicle and continue to drive the vehicle as he wishes.
• FIG. 1 is a block diagram of an embodiment of the device according to the invention for monitoring the movement of a vehicle
• FIG. 2 shows a block diagram of an embodiment of the device according to the invention for influencing the movement of a vehicle
• FIG. 3 shows an embodiment of a transmission device according to the invention attached to the steering wheel
• 4a and 4b each show a flowchart of an embodiment of the method according to the invention for monitoring or influencing the movement of a vehicle
• Fig. 6 is an exemplary flow chart for controlling a wheel brake.
• FIG. 1 shows a block diagram of an embodiment of the device according to the invention for monitoring the movement of a vehicle on a route.
• a target path that the vehicle is to follow is determined in a target path determination device 10.
• the target path determination device 10 can have an optical sensor and an associated evaluation device for evaluating one or more sensor signals.
• the actual movement of the vehicle is determined in an actual movement determination device 11. This can be done via one or more wheel sensors and / or a steering angle sensor and / or an acceleration sensor and / or a yaw rate sensor. However, other components of other directions can also be taken into account.
• the outputs of the target path determination device 10 and the actual movement determination device 11 are connected to the inputs of a comparison device 12.
• This performs a comparative analysis of the target path determined in the target path determination device 10 and the actual movement determined in the actual movement determination device 11.
• a target movement determination device 13 which is connected to the target path determination tion device 10 is connected, the target movement is determined from the target path.
• the difference in movement between the desired movement and the actual movement is then determined in a movement difference determination device 14.
• This movement difference serves as an input variable for an information determination device 15, which determines an information variable therefrom, which in turn is transmitted to the driver via a transmission device 16.
• the quantity of information can relate to a direction for steering the vehicle toward the desired path and to the strength of the steering.
• FIG. 2 shows a block diagram of an embodiment of the device according to the invention for influencing the movement of a vehicle on a route.
• the target path determination device 10, the actual movement determination device 11 and the comparison device 12 are the same as in FIG. 1 and are therefore not described again.
• the comparison device 12 has an extrapolation device 23, the input of which is connected to the output of the actual movement determination device 11.
• the extrapolation device 23 extrapolates from the actual movement determined in the actual movement determination device 11 an extrapolated actual path along which the vehicle would move on the basis of the actual movement if the determined actual movement is maintained.
• the path difference between the actual path and the target path is then determined in a path difference determination device 24.
• the result of the path difference determination is fed to a wheel brake control device, which then controls one or more wheel brakes.
• the respective inputs and outputs of the devices in FIGS. 1 and 2 can consist of a plurality of “individual lines” which, for simplification, are shown as one in the figures individual "line” are shown.
• the comparison device 12 can be constructed for both devices according to the invention as in FIG. 1 or as described in FIG. 2. However, other embodiments of the comparison device 12, which enable a comparative consideration, are also conceivable.
• the information determination device 15 and the wheel brake control device 25 are then designed accordingly for receiving and processing the comparison result signals.
• the transmission device 16 is preferably arranged on the steering wheel 30 of the vehicle. An example of this is shown in FIG. 3.
• the transmission device 16 is arranged around the outer ring of the steering wheel 30.
• the transmission device 16 can have a piezoelectric film, which is then correspondingly wound around the steering wheel, or an electrorheological fluid, such as. B. a gel that changes its density depending on an applied voltage change.
• the transmission of the information size can e.g. B. via a propagating wave in one direction. This is indicated in FIG. 3 by the waveform of the transmission device 16.
• the shaft moves there in the circumferential direction of the steering wheel, for. B. in the direction of the arrow. This allows the driver z. B. be informed that he should continue to steer the vehicle to the right.
• the wave would then propagate counterclockwise to steer to the left.
• the driver can be informed by the amplitude and / or the frequency of the wave movement how quickly he should execute the steering movement; z. B. a larger amplitude and / or frequency can mean a greater steering speed.
• the driver grips the steering wheel and thus also the transmission device 16 and can thus feel the wave movement.
• the quantity of information which can thus contain several pieces of information (eg amplitude, frequency, direction), is passed on to the transmission device 16 as an electrical quantity.
• the transmission device 16 can also have a hose which, for. B. is filled with air and at which the air is exposed to different pressures, whereby a wave movement can also be generated.
• hose which, for. B. is filled with air and at which the air is exposed to different pressures, whereby a wave movement can also be generated.
• Other media via which the steering direction and steering strength are mechanically displayed to the driver are also possible.
• FIG. 4a shows a flow chart of an embodiment of the method according to the invention for monitoring the movement of a vehicle on a route.
• the target path is first determined in step 40.
• the actual movement is then determined in step 41.
• the target movement is determined from the target path.
• the difference in movement between the actual and the desired movement is then determined in step 43.
• the information size is determined in accordance with the difference determined in step 43, which is then haptically transmitted to the driver in step 45.
• FIG. 4b shows a flow chart of an embodiment of the method according to the invention for influencing the movement of a vehicle on a path. After the start, steps 40 and 41 are also shown there first carried out. The actual path is then extrapolated from the actual movement. This is compared with the target path in step 47 and the resulting difference is used in step 48 to control a wheel brake.
• FIG. 5 shows step 44 for determining the information size of FIG. 4a in more detail.
• step 50 it is first queried in step 50 whether the difference between the actual and the desired movement is greater than a first threshold value Si. If this question is answered in the affirmative, the shaft direction is set to the right in step 51. The process then goes to step 54. If the query in step 50 is in the negative, a query is made in step 52 as to whether the difference is less than a second threshold value S2. If the query is answered in the negative, the process is ended. If the query in step 52 is answered in the affirmative, in step 53 the wave direction is set to the left. Then in step 54 the frequency and amplitude are determined according to the amount of the difference. The method is then continued in step 45 of FIG. 4a.
• step 48 for controlling the wheel brake from FIG. 4b is explained in more detail.
• step 60 it is first queried in step 60 whether the difference is greater than a third threshold value S3. If the answer to this question is affirmative, the brake pressure for the right front wheel is increased in step 61. The process then continues in step 64. If the query in step 60 is answered in the negative, it is queried in step 62 whether the path difference is less than a fourth threshold value S4. If this query is answered in the negative, the process is ended. If the query is answered in the affirmative, the brake pressure for the left front wheel is increased in step 63. Then, in step 64, the brake pressure level is set according to the amount of the difference in the comparison. The procedure is then ended. A difference is queried in FIGS.
• the threshold values Si to S4 should then also be selected accordingly.
• the threshold values should preferably also depend on the permitted deviation between e.g. B. Actual movement and target movement can be selected. So z. B. a slight deviation may still be allowed, which then z. B. does not require brake intervention.
• Steps 51 and 53 of FIG. 5 are to be understood in such a way that a wave is not set in motion directly, but rather only the direction is initially determined and this is accordingly passed on to step 45 together with the frequency and the amplitude as an information variable in step 54 become. This information is only implemented there.
• Steps 61 and 63 of FIG. 6 are also to be seen in such a way that initially it is only determined on which front wheel the brake pressure is increased. Only in step 64 is the brake pressure on the corresponding wheel with the determined brake pressure level used for braking.
• the information size can be determined via one or more fuzzy functions, and the wheel brake can be controlled as a function of one or more fuzzy functions.
• fuzzy function is intended to mean both fuzzification and defuzzification. Fuzzy control seems to make sense, since e.g. B. the determination of the target movement from the target path can lead to many results, since there are many ways to move the vehicle on the target path. So z. B. the target path can be traveled at different speeds. This decision is usually made by the driver, the z. B. can only determine the speed imprecisely. In the target motion detection device 13 can, for. B. trying to map the possible activities of a driver that lead the vehicle on the target path. For this, unsharp quantities or functions (fuzzy functions) can advantageously be selected.
• the information ascertainment device 15 can also ascertain an item of information for transmission to the driver from the difference ascertained in the movement difference ascertainment device 14 via fuzzy functions.
• the size of the information is e.g. B. the exact size (amplitude) is not important, it takes z. B. only a steering tendency is displayed, since the driver can only tend and not absolutely feel.
• the extrapolation device 23 also only needs to determine the actual path approximately from the actual movement, which is why fuzzy functions are also suitable here. Likewise, the control of the wheel brakes in the wheel brake control device 25 can tend to take place, so that here too, the brake pressures can be determined using fuzzy functions.

Landscapes

• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Physics & Mathematics (AREA)
• Software Systems (AREA)
• Theoretical Computer Science (AREA)
• Mathematical Physics (AREA)
• Fuzzy Systems (AREA)
• Regulating Braking Force (AREA)
• Steering Control In Accordance With Driving Conditions (AREA)
• Traffic Control Systems (AREA)
• Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Priority Applications (4)

Applications Claiming Priority (2)

Publications (1)

Family

ID=7904165

Family Applications (1)

Country Status (5)

Cited By (4)

Families Citing this family (32)

Citations (3)

Family Cites Families (9)

• 1999
  • 1999-04-12 DE DE19916267A patent/DE19916267A1/de not_active Ceased
• 2000
  • 2000-04-05 JP JP2000610709A patent/JP4695263B2/ja not_active Expired - Lifetime
  • 2000-04-05 EP EP00917047A patent/EP1171333B1/de not_active Expired - Lifetime
  • 2000-04-05 WO PCT/EP2000/003007 patent/WO2000061413A1/de not_active Ceased
  • 2000-04-05 DE DE50013887T patent/DE50013887D1/de not_active Expired - Lifetime
  • 2000-04-05 US US09/937,758 patent/US6622076B1/en not_active Expired - Lifetime

Patent Citations (3)

Also Published As

Similar Documents

Legal Events