WO2005120879A1 - Procede pour faire fonctionner un systeme d'assistance au conducteur - Google Patents

Procede pour faire fonctionner un systeme d'assistance au conducteur 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
warning information
motor vehicle
vehicle
Prior art date
Application number
PCT/EP2005/006033
Other languages
German (de)
English (en)
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
Application filed by Daimlerchrysler Ag filed Critical Daimlerchrysler Ag
Priority to DE112005001182T priority Critical patent/DE112005001182A5/de
Publication of WO2005120879A1 publication Critical patent/WO2005120879A1/fr

Links

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096783—Systems 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
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096708—Systems 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
    • G08G1/096725—Systems 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
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096733—Systems involving transmission of highway information, e.g. weather, speed limits where a selection of the information might take place
    • G08G1/09675—Systems 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
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/09—Arrangements for giving variable traffic instructions
    • G08G1/0962—Arrangements for giving variable traffic instructions having an indicator mounted inside the vehicle, e.g. giving voice messages
    • G08G1/0967—Systems involving transmission of highway information, e.g. weather, speed limits
    • G08G1/096766—Systems involving transmission of highway information, e.g. weather, speed limits where the system is characterised by the origin of the information transmission
    • G08G1/096791—Systems 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

Definitions

  • 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.
  • GPS satellite support
  • LKS Lane Keeping Support
  • ACC Adaptive Cruise Control
  • a method for monitoring the safety of a motor vehicle is described in German patent application DE 197 45 166 A1.
  • a position determination of the vehicle is carried out using a digitally stored map and vehicle data.
  • existing danger spots are located on an expected route of the vehicle.
  • 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.
  • step (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.
  • 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 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.
  • 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 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.
  • 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.
  • 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.
  • 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).
  • 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.
  • 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.
  • 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).
  • 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.
  • 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
  • LLS lane keeping support
  • ACC adaptive cruise control
  • 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.
  • 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.
  • 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.
  • GPS Global Positioning Systems
  • 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.
  • 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.
  • 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.
  • 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.
  • this concerns, for example, the change in a maximum steering angle in a certain direction.
  • 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.
  • 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.
  • 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
  • a predictive sensor for example a radar and / or lidar sensor
  • a vehicle in front for regulating the distance of the vehicle from a vehicle in front
  • a loss of target means that a preceding driver used to control the distance disappears from the detection range of the sensor.
  • the cruise control would then interpret the route as freely without further measures and accelerate the vehicle to a previously set cruising speed.
  • 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.
  • the corresponding event curve, T-junction, roundabout
  • 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.
  • data from a third data source 4 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.
  • 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.
  • 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.
  • the first data source 2 can 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.

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  • Life Sciences & Earth Sciences (AREA)
  • Atmospheric Sciences (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)
  • Navigation (AREA)

Abstract

La présente invention concerne un procédé pour faire fonctionner un système d'assistance au conducteur destiné à des véhicules automobiles, le procédé comprenant les étapes suivantes: (a) détermination de la position réelle du véhicule et mise à disposition d'informations d'avertissement dépendant de la trajectoire du véhicule, lorsqu'un point de position auquel sont associées ces informations, est dépassé; (b) détermination prévisionnelle de l'allure de la trajectoire d'une section de trajectoire à parcourir par le véhicule, au moyen de données de fonctionnement réelles du véhicule et/ou de données de détection provenant d'au moins un dispositif de détection prévisionnel; (c) vérification de si les résultats des étapes (a) et (b) sont plausibles l'un par rapport à l'autre; (d) désactivation ou nouveau paramétrage du système d'assistance au conducteur (10) et/ou information du conducteur lorsqu'une incompatibilité existe dans l'étape (c).
PCT/EP2005/006033 2004-06-12 2005-06-04 Procede pour faire fonctionner un systeme d'assistance au conducteur WO2005120879A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112005001182T DE112005001182A5 (de) 2004-06-12 2005-06-04 Verfahren zum Betreiben eines Fahrerassistenzsystems

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004028591A DE102004028591A1 (de) 2004-06-12 2004-06-12 Verfahren zum Bereitstellen von fahrstreckenabhängigen Informationen
DE102004028591.8 2004-06-12

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WO2005120879A1 true WO2005120879A1 (fr) 2005-12-22

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WO (1) WO2005120879A1 (fr)

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WO2008145509A1 (fr) * 2007-05-29 2008-12-04 Continental Teves Ag & Co. Ohg Correspondance cartographique pour applications de sécurité
WO2011003659A1 (fr) * 2009-07-10 2011-01-13 Robert Bosch Gmbh Procédé de fonctionnement d'un système d'aide à la conduite
DE102010018088A1 (de) * 2010-04-24 2011-10-27 Audi Ag Verfahren zum Überprüfen einer Kalibrierung sowie Kraftfahrzeug
US8401238B2 (en) 2007-05-29 2013-03-19 Continental Teves Ag & Co. Ohg Map matching for security applications
CN106297341A (zh) * 2016-10-18 2017-01-04 郑州云海信息技术有限公司 智慧交通处理装置及方法、智慧交通系统及车载装置
CN108369102A (zh) * 2015-12-11 2018-08-03 C.R.F.财团股份公司 协助机动车驾驶员绕过环岛

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DE102004059999B4 (de) * 2004-12-14 2019-09-19 Bayerische Motoren Werke Aktiengesellschaft Fahrerassistenzsystem für ein Kraftfahrzeug
DE102008039472A1 (de) * 2008-07-28 2010-02-04 Navigon Ag Verfahren zum Betrieb eines Navigationsgeräts
DE102010053964A1 (de) 2010-12-09 2011-08-25 Daimler AG, 70327 Fahrerassistenzsystem und Verfahren zur Unterstützung eines Fahrers
DE102012214206B4 (de) 2012-08-09 2022-12-22 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Krümmungserkennung eines Fahrspurverlaufs während einer vollautomatischen Fahrzeugführung
JP6036371B2 (ja) 2013-02-14 2016-11-30 株式会社デンソー 車両用運転支援システム及び運転支援方法
DE102014118058A1 (de) * 2014-12-08 2016-06-09 Valeo Schalter Und Sensoren Gmbh Vorrichtung und Verfahren zur Warnmeldungsausgabe und/oder zum Eingriff in die Fahrzeugsteuerung eines Kraftfahrzeugs
DE102016120166A1 (de) * 2016-10-24 2018-04-26 Connaught Electronics Ltd. Steuern eines Fahrzeugs in Abhängigkeit von der Umgebung
DE102017212254A1 (de) 2017-07-18 2019-01-24 Volkswagen Aktiengesellschaft Prädiktive Streckenführung eines Fahrzeugs

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EP0770979A1 (fr) 1995-10-24 1997-05-02 Mitsubishi Denki Kabushiki Kaisha Appareil et méthode de commande de systèmes véhiculaires en circulation
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Publication number Priority date Publication date Assignee Title
WO2008145509A1 (fr) * 2007-05-29 2008-12-04 Continental Teves Ag & Co. Ohg Correspondance cartographique pour applications de sécurité
CN101680768A (zh) * 2007-05-29 2010-03-24 大陆-特韦斯贸易合伙股份公司及两合公司 在安全应用中所使用的地图匹配
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CN101680768B (zh) * 2007-05-29 2019-05-31 大陆-特韦斯贸易合伙股份公司及两合公司 一种用于将物体的测量位置与数字地图上的信息对准的设备、方法及系统
WO2011003659A1 (fr) * 2009-07-10 2011-01-13 Robert Bosch Gmbh Procédé de fonctionnement d'un système d'aide à la conduite
DE102010018088A1 (de) * 2010-04-24 2011-10-27 Audi Ag Verfahren zum Überprüfen einer Kalibrierung sowie Kraftfahrzeug
EP2385508A3 (fr) * 2010-04-24 2012-08-29 Audi AG Procédé de contrôle d'un calibrage d'un capteur d'environnement pour un véhicule automobile
DE102010018088B4 (de) * 2010-04-24 2020-10-29 Audi Ag Verfahren zum Überprüfen einer Kalibrierung sowie Kraftfahrzeug
CN108369102A (zh) * 2015-12-11 2018-08-03 C.R.F.财团股份公司 协助机动车驾驶员绕过环岛
CN108369102B (zh) * 2015-12-11 2022-06-14 C.R.F.财团股份公司 协助机动车驾驶员绕过环岛
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