WO2005120879A1 - Method for operating a driver assistance system - Google Patents

Method for operating a driver assistance system Download PDF

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Publication number
WO2005120879A1
WO2005120879A1 PCT/EP2005/006033 EP2005006033W WO2005120879A1 WO 2005120879 A1 WO2005120879 A1 WO 2005120879A1 EP 2005006033 W EP2005006033 W EP 2005006033W WO 2005120879 A1 WO2005120879 A1 WO 2005120879A1
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WO
WIPO (PCT)
Prior art keywords
route
curve
motor vehicle
warning information
method according
Prior art date
Application number
PCT/EP2005/006033
Other languages
German (de)
French (fr)
Inventor
Dirk Mehren
Bernd Woltermann
Original Assignee
Daimlerchrysler 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
Priority to DE102004028591.8 priority Critical
Priority to DE102004028591A priority patent/DE102004028591A1/en
Application filed by Daimlerchrysler Ag filed Critical Daimlerchrysler Ag
Publication of WO2005120879A1 publication Critical patent/WO2005120879A1/en

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Classifications

    • GPHYSICS
    • G08SIGNALLING
    • G08GTRAFFIC CONTROL SYSTEMS
    • G08G1/00Traffic control systems for road vehicles
    • G08G1/09Arrangements for giving variable traffic instructions
    • G08G1/0962Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096783Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is a roadside individual element
    • GPHYSICS
    • G08SIGNALLING
    • G08GTRAFFIC CONTROL SYSTEMS
    • G08G1/00Traffic control systems for road vehicles
    • G08G1/09Arrangements for giving variable traffic instructions
    • G08G1/0962Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096708Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control
    • G08G1/096725Systems involving transmission of highway information, e.g. weather, speed limits where the received information might be used to generate an automatic action on the vehicle control where the received information generates an automatic action on the vehicle control
    • GPHYSICS
    • G08SIGNALLING
    • G08GTRAFFIC CONTROL SYSTEMS
    • G08G1/00Traffic control systems for road vehicles
    • G08G1/09Arrangements for giving variable traffic instructions
    • G08G1/0962Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096733Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place
    • G08G1/09675Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place where a selection from the received information takes place in the vehicle
    • GPHYSICS
    • G08SIGNALLING
    • G08GTRAFFIC CONTROL SYSTEMS
    • G08G1/00Traffic control systems for road vehicles
    • G08G1/09Arrangements for giving variable traffic instructions
    • G08G1/0962Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096791Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission where the origin of the information is another vehicle
    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/80Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/84Data processing systems or methods, management, administration

Abstract

The invention relates to a method for operating a driver assistance system for motor vehicles, comprising the following steps: (a) determining the actual position of the motor vehicle and providing a route-dependent warning information once the motor vehicle passes a position which is associated with such a warning information; (b) determining, with foresight, the contours of the route ahead of a route section to be passed by the motor vehicle using actual operating data of the motor vehicle and/or using sensor data of at least one predictive sensor device; (c) examining whether the results of steps (a) and (b) are plausible with regard to each other; (d) deactivating the driver assistance system (10) or setting new parameters therefor and/or informing the driver of any lack of plausibility in step (c).

Description

 Method for operating a driver assistance system

The invention relates to a method for operating a driver assistance system that supports a driver of a vehicle while driving.

German patent application DE 199 52 392 A1 describes a method and a device for providing route-dependent driver information, the course of the route to be traveled ahead of the motor vehicle being at least partially anticipated and at least relative to the current vehicle position. This generates route-dependent warning information for the driver so that he can adapt his driving style accordingly. DE 199 52 392 A1 also describes a corresponding automatic influence on the operation of the motor vehicle. Furthermore, a navigation system with satellite support (GPS) and an electronic map and various devices for determining operating status data of the vehicle are specified.

Driver assistance systems of this type are generally known in a number of variants under the abbreviations LKS (Lane Keeping Support) and ACC (Adaptive Cruise Control) and therefore do not require any further explanation. A method for monitoring the safety of a motor vehicle is described in German patent application DE 197 45 166 A1. In this case, a position determination of the vehicle is carried out using a digitally stored map and vehicle data. Furthermore, existing danger spots are located on an expected route of the vehicle. In this case, braking is automatically carried out at a predeterminable distance from the vehicle in front of a danger point, provided that a current vehicle speed is above a predetermined critical vehicle speed for the position in front of the danger point determined by the predeterminable distance.

German patent application DE 42 01 142 A1 describes a control device for controlling the vehicle speed in connection with a vehicle navigation system, which provides information about the road, including its curves, which the vehicle is likely to drive through. The control device calculates a limit speed for driving through a curve on the route, for example on the basis of information from the navigation system. The calculated limit speed is compared with the current speed of the vehicle, a warning being given in the case of an increased current speed and / or the vehicle being braked to reduce its driving speed.

The European patent EP 0 770 979 B1 describes a device and a method for controlling vehicle systems, the vehicle system being influenced on the basis of data from a navigation system. The travel control system is now able to advance an intended travel route position that is reached by the vehicle after a predetermined time with respect to the current position of the vehicle. say. Furthermore, it is described that the vehicle control system can control or influence the vehicle and in particular its direction of movement accordingly in advance using data from a navigation system.

A disadvantage of all of the aforementioned solutions is that the data from stored maps and / or navigation systems are not checked for plausibility, that is to say they are not checked for their correctness on the basis of the actual traffic situation. In this way, direct or indirect influencing of the vehicle in dangerous situations by such implausible information can lead to dangerous driving situations. This is a condition that is understandably to be avoided.

The object on which the present invention is based is to increase traffic safety when operating the motor vehicle with the driver assistance system.

According to the invention, this object is achieved by a method having the features of patent claim 1.

Accordingly, a method for operating a driver assistance system for motor vehicles is provided, with the method steps:

(a) determining the current position of the motor vehicle and providing route-dependent warning information when a position point is passed over to which such warning information is assigned;

(b) Predictive determination of the route of a route section to be traveled by the motor vehicle on the basis of current operating data of the vehicle vehicle and / or on the basis of sensor data at least one predictive sensor device;

(c) checking whether the results of steps (a) and (b) are plausible to one another;

(d) Deactivating or re-parameterizing the driver assistance system and / or informing the driver if implausibility is detected in step (c). Re-parameterization is to be understood as a re-initialization or a new adjustment.

The invention is based on the interaction of different security systems in the motor vehicle, for example on the interaction of a navigation system with a predictive security system, such as short-range and long-range sensors. The knowledge on which the present invention is based is that the mere linking of information from the different systems does not necessarily lead to an increase in security if there is a more or less high discrepancy between these two systems.

The idea on which the present invention is based is that the route-dependent warning information provided - these are so-called warning / information events, such as, for example, data about an upcoming curve - are used as a reference, data that the predictive Determination of the course of the route is used as a basis, ie to check the operating data of the motor vehicle and / or sensor data of the sensor device for plausibility before the latter are forwarded to a driver assistance system or processed further. This has the following advantages: The method according to the invention provides that a plausibility check is carried out in order to determine whether current data, which are supplied by existing vehicle sensors and are therefore advantageously already present in the motor vehicle, and current route-dependent warning information, which are stored in a memory in relation to position, for example in a digital map, are plausible to each other. If there is no plausibility, a signal is generated which is advantageously already available before the vehicle has reached a danger point or a special section of the route which requires increased attention and to which the warning signal indicates. With this signal, a driver assistance system can be influenced depending on the situation and thus better driver support can be guaranteed. The combination of two systems that are present in the vehicle results overall in greater safety for the occupants of the motor vehicle.

The use of already existing systems and facilities results in increased security without the need for additional effort.

Advantageous refinements and developments of the invention can be found in the subclaims and the descriptions with reference to the drawings.

The warning information is preferably provided if the route to be traveled has a curve at a certain distance in front of the motor vehicle, the radius of which is below a predetermined threshold value. The warning information preferably contains data about the distance to the curve and parameters of the curve, such as the course ventyp (left curve, right curve) and / or the curve radius. Additionally or alternatively, the warning information can also include further data, such as information about the distance and the type of further traffic-relevant road sections, in particular T-junctions, roundabouts or the like.

The current operating data of the motor vehicle contain information about at least one of the following parameters: the position, the speed, the acceleration, the inclination, the yaw rate, the steering angle of the motor vehicle and the like.

In an advantageous embodiment, the predictive sensor device provides image information of at least one camera and / or sensor signals of at least one radar and / or lidar device.

In step (c), the route route determined according to step (b) is preferably compared with a route route which corresponds to the warning information provided in step (a), and implausibility is recognized if a predetermined deviation is exceeded in this comparison. The comparison of the route profiles is advantageously based on the comparison of their curve radii.

The curve radii of the routes to be compared are preferably represented by curve classes, the curve radius represented by a curve class lying within a curve radius interval assigned to this curve class. In this case, for example, the sensor data are observed at intervals. This makes the plausibility check particularly simple, since in this case the curve is divided into areas of curvature, each one Curvature value is assigned. This is compared with a critical threshold for a curve curvature, whereby a very simple threshold cut-off can be determined in the case of a critical curvature angle of a curve.

The comparison is preferably only carried out when the route section affected by the warning information is within the range of the predictive sensor device.

In an advantageous embodiment, the predefined deviation denotes a limit, beyond which a driving situation, in particular a dangerous one, that is outside of predefined operating parameters is to be expected if the determined course of the route would be taken into account by the driver assistance system (10).

In step (c), it is advantageously checked whether criteria for the provision of warning information are met for the route of the route determined in step (b) and implausibility is recognized if no warning information has been provided, although such should have been provided as expected.

In an advantageous embodiment, the warning information is additionally provided if the route to be traveled has a roundabout or a T-junction at a certain distance in front of the motor vehicle or is in an inner city area.

The driver assistance system is advantageously switched off in the presence of roundabouts and / or T-junctions and / or in the inner city area. Inner city areas are complex traffic situations for which due to the complexity, advantageously no warning information is provided, since this could represent information overload which the driver assistance system or the driver can no longer handle. The absence of warning information can then be an indication that the vehicle is in an inner city area and can be used as a criterion for switching off the driver assistance system.

In a very advantageous development, the driver assistance system is set up to guide the motor vehicle. The driver assistance system can then effect the adjustment of the steering angle of the motor vehicle up to a maximum steering angle value which can be set as a function of the warning information provided in step (a). Additionally or alternatively, the information contained in the warning information about the distance to a curve and about the radius of this curve can be used to steer the motor vehicle to the inside of the lane before the curve is reached.

In a further very advantageous development, the driver assistance system is set up to regulate the distance between the motor vehicle and a vehicle in front. The warning information and the determined route course can be used to determine whether the vehicle in front has been lost as a destination because it has entered a curve. If this is the case, it can be prevented that the driver assistance system interprets the route as freely and undesirably begins to accelerate.

The invention is explained in more detail below with reference to the single figure. The figure shows a schematic block diagram of an exemplary embodiment of a device according to the invention. Based on the schematic block diagram of an exemplary device 1 according to the invention shown in the figure, the method according to the invention for integrating previously provided route-dependent warning information about upcoming critical road sections into a driver assistance system of a motor vehicle is explained below.

An evaluation device 8 in a motor vehicle (not shown), hereinafter referred to briefly as a vehicle, with a driver assistance system 10, which is, for example, a so-called lane keeping support (LKS) or adaptive cruise control (ACC) or the like, receives data from a first data source 2 This data contains information about a large number of position points that indicate so-called events. An event represents an impending danger point or a special route that requires increased attention, ie a critical section of the road, in particular a curve with a radius below a predetermined threshold value, an intersection (T-intersection), a roundabout or the like. The data of the first data source 2 thus contain the coordinates of the position points as well as route information depending on the route (event information) associated with the respective position point, about the distance and the type of the upcoming event. For example, a position point is associated with the warning information that the vehicle is at a certain distance from a left-hand bend (or right-hand bend) with a certain radius or that the vehicle is at a certain distance from an intersection (for example a T-junction) or at a certain distance Distance is in front of a roundabout. The first data source 2 can be used as a memory be carried out, which contains a list in a table with the coordinates of the position points and the warning information respectively assigned to these position points. However, the first data source 2 can also be designed as a digital map on a data carrier, for example on a CD, which is, for example, part of a navigation system provided in the vehicle.

The evaluation device 8 determines the current position of the vehicle with a device 13 for determining the position, which works, for example, satellite-based based on the so-called Global Positioning Systems (GPS) and which is not described further here. If one of the position points stored in the first data memory 2 is passed over in the direction of the event pointed to by the respective position point, the route-dependent warning information associated with this position point is read from the first data source 2 and made available to the evaluation device 8 for further processing or evaluation.

The evaluation device 8 also receives data from a second data source 3. The second data source 3 is designed as a predictive sensor device which is provided in the vehicle for monitoring the route and which preferably comprises a camera which records the route in front of the vehicle and converts it into processable data. Such predictive sensor devices are known as route monitoring systems and are therefore also not explained in detail here. The camera and its data processing device, for example, generate a so-called track data model, which is also referred to as a so-called corridor. This means that a predictive determination of the route distance is made using sensor data. carried out during the next route section to be traveled by the vehicle.

The data from the first data source 2 and the data from the second data source 3 are compared with one another in a comparison device 15 of the evaluation device 8 in order to check whether the data from the second data source 3 are plausible with the data from the first data source 2. That is, the route-dependent warning information read out from the first data source 2 represents reference data that are expected. If the sensor data deviate significantly from expectations, they are regarded as implausible, otherwise as plausible. Accordingly, there is plausibility if the route route determined in advance using the sensor data corresponds to a route route expected in accordance with the warning information provided, i.e. if the anticipated route of the route deviates from the route of the route, which is expected on the basis of the warning information provided, by no more than a predetermined permissible deviation. Otherwise there is implausibility.

The sensor data are also judged to be implausible if no warning information is provided for the current position, although the route of the route predefined on the basis of the sensor data corresponds to a route course in which the provision of warning information would be expected. If, for example, no warning information is provided for the current position of the vehicle, because for the current position in the first data source 2 no position point indicating an event and therefore no warning information has been stored, and if at the same time it is derived from the sensor data that the the next section of the route to be traveled on a sharp curve points, implausible sensor data is inferred from the lack of corresponding warning information.

If the warning information relates to a curve, the plausibility check can be carried out in a simple manner by comparing the curve radius of the route course determined in advance with the aid of the sensor data with the curve radius expected according to the warning information. If the curve radii deviate from each other by more than a specified tolerance threshold, implausibility is assumed, otherwise the sensor data are considered plausible. Curve classes can also be defined for the curve radii, each representing a predefined curve radius interval. The plausibility check is then based on the determination of the curve class belonging to the respective curve radius and the comparison of the curve classes.

It is determined that the data of the second data source 3 are not plausible for the data of the first data source 2, i.e. that the data of the second data source 3 does not correspond to the data of the first data source 2, because the first data source 2 indicates, for example, a left curve and the second data source 3 a right curve, the comparison result is in the form of a specific data format or result signal by means of a device 11 forwarded to the driver assistance system 10 located in the vehicle.

In the present case, this result signal is an indication for the driver assistance system 10 to switch it off and / or to re-parameterize it. Switching off or re-parameterization can take place automatically. The new parameterization makes it possible to compensate for measurement errors, in particular adjustment errors. For example, the misalignment of a camera, which supplies the sensor data of the second data source 3, or some other error can cause the camera to see a slight curvature of the road over a longer period of time, even though the road actually runs straight. Such errors can be corrected by re-parameterizing the camera, which is also part of the driver assistance system 10.

The information about switching off or re-parameterization can also be output as a display for the driver by means of a display device 9, so that the driver assistance system can then be switched off manually by the driver in order to prevent an undesirable influence on the vehicle with regard to the above example of a contrasting curve type. Automatic integration into driver assistance system 10 for direct influencing of the same is also possible.

The signal from the evaluation device 8 when the implausibility is determined can now be used to precondition the tolerance ranges of the regulation of the driver assistance system 10. This is to be understood to mean that the restriction and / or extension of functions for the operation of the vehicle to be carried out by a driver assistance system 10 when a certain position is reached is influenced in advance in such a way that a possible dangerous situation is minimized. In the above example of the opposite curve type, this concerns, for example, the change in a maximum steering angle in a certain direction. This means that if the warning information provided contains, for example, an indication of a left-hand bend, the adjustment range of a steering angle actuator can be used to control the lane by the driver assistance system 10 carry out a steering intervention in such a way that no right-hand bend or at most a slight right-hand bend is made during the automatic steering intervention, even if the route of the route predicted on the basis of the sensor data corresponds to a right-hand bend. The warning information provided is therefore prioritized over the sensor data. The preconditioning can also consist in influencing the steering angle adjuster in such a way that when the vehicle approaches a curve, it is steered to the inside of the lane on the curve before reaching the curve. This corresponds to what the driver would normally do with manual steering.

Furthermore, the speed of the vehicle can also be influenced by means of the driver assistance system 10 with the aid of the signals of the device 1, as will be described below.

In a driver assistance system 10 with a predictive sensor, for example a radar and / or lidar sensor, for regulating the distance of the vehicle from a vehicle in front (so-called distance control cruise control), takes place when or after entering a curve, in a T-junction or in a roundabout a loss of destination by the driver in front. A loss of target means that a preceding driver used to control the distance disappears from the detection range of the sensor. In the event of a loss of destination, the cruise control would then interpret the route as freely without further measures and accelerate the vehicle to a previously set cruising speed. In order to prevent this undesired acceleration, the signal of the device 1 can be used to switch off the distance control at least until the corresponding event (curve, T-junction, roundabout) has passed. An automatic It is also conceivable to switch on the distance control again after these events.

The driver assistance system 10 can alternatively be switched off as a function of the data signals of the device 1 according to the invention by plausibility-checked events such as roundabouts, T-intersections.

No events are advantageously defined for complex traffic situations such as occur in inner city areas, since otherwise a wealth of warning information that is difficult to manage must be expected. The absence of events due to such a very complex traffic situation with regard to the data to be processed also represents an indicator for switching off the driver assistance system 10.

In a further embodiment, data from a third data source 4, the sensors (not shown) of which are already present in the vehicle, are checked for plausibility with the data from the first data source 2. The data from the third data source 4 are current operating data 5, 6, 7 of the operating state of the vehicle, for example the speed of the vehicle, the lateral accelerations of the vehicle, the yaw rate of the vehicle, the steering angle of the vehicle, the current position of the vehicle, the inclination of the vehicle, the outside environment of the vehicle, and the like. Since this data can come from a wide variety of sources, it is subjected to a uniform processing in a device 14 for data processing before the comparison in the comparison device. For example, this data is given the same data format for simple and fast further processing in one conversion step. The data from the third data source 4 are advantageously used in addition to the data from the second data source 3 in order to predictively determine the route of the route section that the vehicle is likely to travel through in the near future. The accuracy of the predictive determination of the route is thereby increased compared to the determination based solely on the data from the second data source 2.

In a further embodiment of the invention, the data from the first data source 2 are not continuously checked or compared at intervals with the data from the second and / or third data source 4. In the simplest case, this comparison is then a comparison with a threshold value. Such a threshold value can be present as a limit value or can be designed to be predeterminable. It can also be continuously updated due to the constantly changing driving situation of the vehicle, in that a device 16 for forming limit values reads out and / or calculates values stored in a storage device 12 depending on the driving situation.

The device 1 with its devices 8, 11, 12, 13, 14, 15, 16 is preferably part of the driver assistance system 10.

Although the present invention has been described above on the basis of preferred exemplary embodiments, it is not restricted to these but can be modified in a variety of ways.

For example, it is conceivable for the first data source 2 to generate data from a storage medium in the form of a chip card. stops, each corresponding to a specific route and containing updated data. It is also conceivable for the data from the first data source 2 to be received wirelessly, for example via intelligent traffic signs and / or by warning signals generated in the event of an accident. Alternatively, this data can also be coupled wirelessly via radio.

The devices 1, with their devices 8, 11, 12, 13, 14, 15, 16, can be part of existing devices in the vehicle, for example an on-board computer.

It is also conceivable to link the data with other systems, for example with data from the engine control system, from remote and short-range systems, from a GPS system, restraint systems and the like.

Claims

Claims 1. Method for operating a driver assistance system (10) for motor vehicles, with the method steps: (a) determining the current position of the motor vehicle and providing route-dependent warning information when a position point is passed over to which such warning information is assigned; (b) predictive determination of the route of a route section to be traveled by the motor vehicle on the basis of current operating data (5-7) of the motor vehicle and / or on the basis of sensor data of at least one predictive sensor device (3); (c) checking whether the results of steps (a) and (b) are plausible to one another;
 (d) Deactivating or re-parameterizing the driver assistance system (10) and / or informing the driver if implausibility is detected in step (c).  <Desc / Clms Page number 19>  
2. The method according to claim 1, characterized in that warning information is provided when the route to be traveled at a certain distance in front of the motor vehicle has a curve whose radius is below a predetermined threshold.
3. The method according to claim 2, characterized in that the warning information data on the distance of the Includes motor vehicle to the curve and about the curve type and / or the curve radius.
4. The method according to any one of the preceding claims, characterized in that the current operating data (5-7) of the motor vehicle Information about the position, the speed, the Acceleration, the slope, the yaw rate and / or the Steering angle of the motor vehicle included.
5. The method according to any one of the preceding claims, characterized in that the predictive sensor device (3) Image information of at least one camera and / or sensor signals of at least one radar and / or lidar Facility to be provided.
6. The method according to any one of the preceding claims, characterized in that in step (c) the route route determined according to step (b) is compared with a route route which corresponds to the warning information provided according to step (a), and that implausibility recognized  <Desc / Clms Page number 20>  if a predefined deviation is exceeded in the comparison.
7. The method according to claim 6, characterized in that the comparison of the route profiles is based on the comparison of their curve radii.
8. The method according to claim 6 or 7, characterized in that the curve radii of the routes to be compared are represented by curve classes, the curve radius represented by a curve class lying within a curve radius interval assigned to this curve class.
9. The method according to any one of claims 6 to 8, characterized in that the comparison is only carried out when the route section affected by the warning information is within the range of the predictive sensor device (3).
10. The method according to any one of claims 6 to 9, characterized in that the predetermined deviation denotes a limit, from the exceeding of which a driving situation lying outside of predetermined operating parameters is to be expected if the particular route through the Driver assistance system (10) would be taken into account.  <Desc / Clms Page number 21>  
11. The method according to any one of the preceding claims, characterized in that it is checked in step (c) whether for the particular Warning information would have to be provided and that implausibility would be recognized if no warning information had been provided although one would have to be provided.
12. The method according to any one of the preceding claims, characterized in that the warning information is provided when the route to be traveled at a certain distance in front of the motor vehicle has a roundabout or a T-junction or is in an inner city area.
13. The method according to claim 12, characterized in that the driver assistance system (10) is deactivated when the warning information on the presence of a Roundabout and / or a T-junction and / or one Indicates inner city area and / or a curve with a curve radius lying outside a predetermined area.
14. The method according to any one of the preceding claims, characterized in that the driver assistance system (10) for tracking the Motor vehicle is set up and the adjustment of the Steering angle of the motor vehicle can cause up to an adjustable maximum steering angle value, the maximum steering angle value depending on the provided Warning information is set.  <Desc / Clms Page number 22>  
15. The method according to any one of the preceding claims, characterized in that the driver assistance system (10) for tracking the Motor vehicle is set up and the information contained in the warning information about the distance to a Curve and its curve radius is used to the motor vehicle before reaching the curve on the inside of the curve Steer lane edge.
16. The method according to any one of the preceding claims, characterized in that the driver assistance system (10) is set up to regulate the distance between the motor vehicle and a preceding vehicle, wherein an acceleration of the vehicle in the event of a loss of target by the preceding vehicle Vehicle is prevented if it is determined on the basis of the warning information provided in step (a) and the route course determined in step (b) that the vehicle traveling ahead has entered a curve.
PCT/EP2005/006033 2004-06-12 2005-06-04 Method for operating a driver assistance system WO2005120879A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE102004028591.8 2004-06-12
DE102004028591A DE102004028591A1 (en) 2004-06-12 2004-06-12 Method for providing route-dependent information

Applications Claiming Priority (1)

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DE112005001182T DE112005001182A5 (en) 2004-06-12 2005-06-04 Method for operating a driver assistance system

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WO2008145509A1 (en) * 2007-05-29 2008-12-04 Continental Teves Ag & Co. Ohg Map matching for security applications
WO2011003659A1 (en) * 2009-07-10 2011-01-13 Robert Bosch Gmbh Method for operating a driver assistance system
DE102010018088A1 (en) * 2010-04-24 2011-10-27 Audi Ag Method for checking a calibration and motor vehicle
US8401238B2 (en) 2007-05-29 2013-03-19 Continental Teves Ag & Co. Ohg Map matching for security applications
CN106297341A (en) * 2016-10-18 2017-01-04 郑州云海信息技术有限公司 Wisdom traffic processing means and method, wisdom traffic system and car-mounted device

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