Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D15/00—Steering not otherwise provided for
  • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
  • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60Q—ARRANGEMENT OF SIGNALLING OR LIGHTING DEVICES, THE MOUNTING OR SUPPORTING THEREOF OR CIRCUITS THEREFOR, FOR VEHICLES IN GENERAL
  • B60Q9/00—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling
  • B60Q9/008—Arrangement or adaptation of signal devices not provided for in one of main groups B60Q1/00 - B60Q7/00, e.g. haptic signalling for anti-collision purposes
• • 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
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D15/00—Steering not otherwise provided for
  • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
  • B62D15/029—Steering assistants using warnings or proposing actions to the driver without influencing the steering system
• • 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
  • B60T2201/086—Lane monitoring; Lane Keeping Systems using driver related features

Definitions

• the invention relates to a method for tracking a vehicle according to the preamble of claim 1.
• LWS latitude and latitude
• warning is often no longer sufficient, e.g. if the driver is completely tired or, given the current speed of the vehicle, the time left for the driver to react after the warning has been given is not long enough to take the necessary countermeasures. took initiate.
• active intervention measures such as, for example, an active steering intervention or active brake intervention.
• a steering control device which, depending on the deviation of the vehicle from predetermined reference lines, exerts a corresponding steering torque in order to support the driver, who may be suffering from fatigue, and to bring the vehicle back to the predefined one Lead lane.
• German published patent application DE 103 11 518 AI to allow the driver's behavior, in particular the previous behavior, in particular his steering behavior, to be included in the assessment of the actual risk potential in the event of such a deviation before the vehicle threatens to deviate.
• All systems combine object detection systems well known from the prior art, which visually detect the surroundings of the vehicle, in particular the front area, and in-vehicle sensors, which parameters for the current driving situation of the vehicle, such as Includes speed, lateral acceleration, turning speeds etc. as well as parameters for the behavior of the driver.
• the situation is to be mentioned in which, when the vehicle begins to deviate without having already crossed the sideline, the driver is only briefly inattentive because he e.g. is currently operating the radio, compared to a situation in which the driver obviously goes into a second sleep phase.
• the warning must be given much earlier, since it is to be expected that the driver's responsiveness will be reduced due to his tiredness and thus his reaction time will be considerably longer compared to the first example.
• the hazard potential is significantly higher in the last example, although in both cases the vehicle has not actually strayed critically from the specified lane.
• the invention is characterized in that the driver and the vehicle are influenced in different clear forms which are graduated from one another.
• the forms or stages of influencing essentially include informing the driver, warning the driver and, if ultimately necessary, also intervening in the control of the vehicle.
• the point in time, the duration, the level and the extent of the respective influence is determined as a function of a hazard potential determined at a particular point in time, this hazard potential combining the behavior of the driver and the driving situation of the driver Vehicle can be calculated.
• the extent of influence further gradual gradations of the clarity of the influence, ie its perceptibility by the driver, are possible within the three stages - information, warning, intervention. With such a gradation of the influence with regard to its clarity, it is achieved that the driver does not become dull against too many similar indications of a lane monitoring system.
• the driver can accept the method if, in a current dangerous situation in which one or more influences have already occurred, to which the driver does not respond adequately, the influences can be continued step by step with increased clarity.
• the clarity can be regulated by choosing the next higher level from the sequence - informing, warning, intervening - and / or by a combination of the levels and / or the extent of the measures chosen
• the driving situation of the vehicle is detected by well-known object detection systems, such as radar, lidar, camera systems or systems based on digital maps (digital horizon and map attributes), possibly coupled with blind spot systems.
• object detection systems such as radar, lidar, camera systems or systems based on digital maps (digital horizon and map attributes), possibly coupled with blind spot systems.
• the object detection systems then relate the vehicle to the detected lane.
• these systems can recognize objects, such as oncoming vehicles and other vehicles located to the side or behind the vehicle.
• a detection and Calculation of the course of the lane can also include an object recognition for recognizing vehicles driving ahead or for recognizing stationary objects.
• An important parameter is, for example, the type of road on which the vehicle is traveling.
• different strategies can be defined when assessing the hazard potential, depending on whether the vehicle is moving on a motorway, a federal road or a country road. For example, it can be considered to switch off the procedure on country roads if the corresponding road layout can be classified as sufficiently varied and therefore not dangerous for the driver.
• Another criterion is the lane width.
• Another criterion is the degree or extent of the curvature of the lane or a curve.
• the driver has to be warned more quickly when coming into tight bends than with long bends, since the risk of deviating from the lane at the same speed is considerably higher.
• the system can actively intervene in the control of the vehicle.
• the curve can be cut explicitly.
• a warning when cutting a curve is only issued if the vehicle-side object detection system detects that a vehicle is in the neighboring lane. This can be done for both the front and a blind spot system for the rear vehicle area.
• Another parameter that is included in the assessment of the hazard potential is the type of lines that are on the road. In this way, it can be set that the driver is informed or warned only when crossing single or double solid lines. If, for example, solid lines are at a construction site, the environment and thus the lines are detected based on the vehicle-based object detection system, and it is determined that this is a construction site.
• the hazard potential when crossing a solid line can vary so that it is determined differently for different widths of the hard shoulder or hard shoulder, if there is one. With a wider hard shoulder, the hazard potential is lower than with a less hard shoulder because the driver has less space and therefore time to react. Accordingly, the hazard potential is very high if there is no hard shoulder or if an object, such as a vehicle that has broken down, is detected on the hard shoulder. The presence and the width of the hard shoulder as well as a vehicle on the hard shoulder can in turn take place via the known object detection systems in the vehicle.
• the time can accordingly be set such that the driver is warned or the control of the vehicle intervenes before the vehicle is actually driven over lateral lane marking takes place so that a sufficient safety distance to the vehicle or to the guardrail remains depending on the time still available.
• the “internal” parameter of the driver's behavior also flows into the assessment of the potential hazard. Both the current behavior and the behavior of the driver preceding the dangerous event are of interest here.
• the behavior of the driver is particularly important when the driver's fatigue or alertness is to be assessed.
• the warning threshold is significantly reduced when the driver is tired, so that the response time in the event of a warning if the vehicle leaves the lane can take effect more quickly.
• Fatigue can be determined, for example, by the steering activity and / or guidance of the vehicle in the lane. For example, if the driver performs only minimal steering and pedal movements that no longer meet the current driving situation, this indicates a tired state. With high steering activity, on the other hand, a warning threshold can be set higher because this behavior suggests active participation in traffic. The number of false warnings can be advantageous by means of such measures reduce, since a warning of leaving the lane is only triggered if the driver actually lacks a certain amount of attention or is tired.
• Another criterion for the level of driver attention is whether the driver's hands are in contact with the steering wheel. This can be detected via pressure sensors integrated in the steering wheel or via capacitive sensors. If the hands are not on the steering wheel, early information is given to the driver and, if there is a risk of lane departure, an early warning is given to the driver. The same applies if the electronics in the vehicle recognize that the driver is operating other units at the acute time, for example the radio, the air conditioning system and so on, since this suggests that the driver is distracted from the road at least for a short time. If the vehicle threatens to deviate, the warning threshold is reduced accordingly under such conditions.
• the system which implements the method according to the invention can be coupled to one of the well-known navigation systems. In this way, all data relating to the type of road, curvature, type of lines and so on for the current location and a preview of a larger area can also be obtained from a map stored in the navigation system.
• warnings and intervention in the steering of the vehicle are not carried out if the route guidance of the navigation system can be demonstrated to have been followed or the driver has given instructions from this navigation system, for example when changing lanes to a motorway exit, even though he has forgotten the direction indicator to activate.
• the parameters and mechanisms described above, which influence the time of the warning or of the intervention are used in principle according to the invention for the evaluation of the hazard potential.
• the individual forms or stages of influencing - informing, warning and, if necessary, intervening - are selected and carried out.
• the exact shape, duration and variability of the individual stages are determined by the prevailing hazard potential, which can change quickly within the short period of time that is available at the speeds of vehicles that usually occur.
• the method according to the invention begins with a pure information to inform the driver that there is a hazard potential. If the risk potential rises, for example if there is a clear deviation from the lane, but there is still enough space for the driver to react, the method according to the invention opens up the possibility of specifically warning the driver. However, should the risk potential increase significantly because the driver neither reacts to the information nor to the warning, for example if the driver should actually have fallen asleep, the method according to the invention provides for active control of the vehicle, possibly supporting a delayed reaction of the driver tired driver to intervene.
• the driver can be warned and the vehicle's control system intervened at the same time.
• it always depends on the hazard potential ascertained whether a graduated influence of the form: informing - warning - intervening is observed, or whether a warning or an intervention in the control takes place immediately.
• the information and / or warning can be carried out in a visual, acoustic, haptic or other way.
• Optical information and / or warnings can take place by means of a flashing indicator, it being provided according to the invention that the flashing frequency and / or possibly the color of the flashing indicator changes depending on a hazard potential, that is to say the flashing frequency increases with increasing hazard potential and, for example the color changes from orange to red.
• the frequency of a tone sequence and / or the volume of this tone may increase.
• the steering wheel and / or the driver's seat is set to vibrations, the frequency of the vibrations being able to change as a function of the hazard potential.
• Another possibility, which indicates to the driver of an impending abnormal driving course, can be accomplished by briefly tightening the belt using reversible belt tensioners in order to exert a force on the driver that is intended to draw his attention to the driving situation.
• a brief braking intervention can also be carried out in order to draw the driver's attention to the current driving situation.
• all the measures and means described above can be adequately combined with each other.
• the vehicle-side detection system detects that the driver is no longer able to react, for example because he is now completely asleep, the entire vehicle can be braked according to the invention, possibly until the vehicle comes to a standstill, the hazard warning system also being used Warning of other road users can be activated. If the vehicle is on an outer lane and a hard shoulder is recognized, the vehicle can be actively steered to avoid collisions. Alternatively, it is possible to bring the vehicle to a stop at the edge of its own lane.
• the method according to the invention which can be implemented electronically and with software support, can be used to adapt the individual information levels to the driver in a manner that is adaptable to the situation up to an active intervention in the control, so that critical states are avoided and Number of false warnings on the one hand and the number of actual warnings perceived as false warnings can be reduced.
• An exemplary embodiment is given below to illustrate the method according to the invention.
• a monotonous drive on a road-like, that is to say essentially straight-ahead route with large curve radii is assumed, the driver either being distracted or tired.
• the vehicle begins to leave the intended lane or the lane given by the course of the road.
• the vehicle-side optical lane detection system recognizes that the vehicle is about to deviate from the road due to the lateral speed / acceleration of the vehicle and the changed distances to the solid lines on the side.
• the system which implements the method according to the invention outputs a first haptic signal to the driver by vibrating the steering wheel. The driver should feel this if his hands are on the steering wheel and initiate appropriate corrective steering movements (warning level 1).
• a corresponding warning signal is output, which can be of an acoustic and optical type, for example, by flashing with a corresponding tone repetition frequency and / or a corresponding tone (warning level 2).
• a belt tensioner is briefly activated in order to "wake up" the driver (warning level 3).
• the vehicle is finally braked until it comes to a standstill, whereby the other road users can be warned by activators of the hazard warning lights (warning level 6 ).

Applications Claiming Priority (2)

Publications (1)

Family

ID=34969253

Family Applications (1)

Country Status (2)

Cited By (8)

Families Citing this family (17)

Citations (5)

• 2004
  • 2004-06-02 DE DE200410027085 patent/DE102004027085A1/de not_active Withdrawn
• 2005
  • 2005-05-25 WO PCT/EP2005/005641 patent/WO2005118372A1/de active Application Filing

Patent Citations (5)

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