WO2006072341A1 - Procede et systeme permettant de faire fonctionner un vehicule automobile - Google Patents

Procede et systeme permettant de faire fonctionner un vehicule automobile Download PDF

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Publication number
WO2006072341A1
WO2006072341A1 PCT/EP2005/013206 EP2005013206W WO2006072341A1 WO 2006072341 A1 WO2006072341 A1 WO 2006072341A1 EP 2005013206 W EP2005013206 W EP 2005013206W WO 2006072341 A1 WO2006072341 A1 WO 2006072341A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
repulsive force
depending
potential well
destination
Prior art date
Application number
PCT/EP2005/013206
Other languages
German (de)
English (en)
Inventor
Ottmar Gehring
Frédéric HOLZMANN
Sascha Paasche
Andreas Schwarzhaupt
Gernot Spiegelberg
Armin Sulzmann
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
Publication of WO2006072341A1 publication Critical patent/WO2006072341A1/fr

Links

Classifications

    • 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
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/10—Path keeping
    • B60W30/12—Lane keeping
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/166—Anti-collision systems for active traffic, e.g. moving vehicles, pedestrians, bikes
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/16—Anti-collision systems
    • G08G1/167—Driving aids for lane monitoring, lane changing, e.g. blind spot detection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/20—Static objects
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/402—Type
    • B60W2554/4029—Pedestrians
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/08—Active safety systems predicting or avoiding probable or impending collision or attempting to minimise its consequences
    • B60W30/09—Taking automatic action to avoid collision, e.g. braking and steering

Definitions

  • the invention relates to a method and a system for operating a motor vehicle according to the preambles of the independent claims.
  • the invention is based on the object, a method and a system for operating a motor vehicle, which can be intervened, if necessary, in the driving of the vehicle to develop further.
  • the object is achieved by the features of the independent claims.
  • a regulating acceleration is determined which is dependent on a repulsive force between the vehicle and the object. This makes it possible to control both a course monitoring of the vehicle and evasive maneuvers. Under observation relevant is an object to understand, with a touch or collision should be avoided. This may be an obstacle such as a pedestrian or a vehicle or even a lane marker.
  • the system according to the invention, with which the method can be carried out, can be advantageously connected to a road detection system and / or to an obstacle detection system.
  • the acceleration is preferably changed by addition of forces required for vehicle movement. It can be conveniently defined two types of forces, namely a force for course monitoring and a force for evasive maneuvers. A calculation of the acceleration and / or the forces can be done quickly, so that a sufficiently high dynamics is possible.
  • an attractive force is modeled between the vehicle and at least one destination that apparently accelerates the vehicle to the destination. This can be seen in the model by the vehicle moving towards the destination.
  • Reliable compliance with safety standards is possible if a minimum safety distance is defined for a dynamic object moving in one direction of movement.
  • objects There are two types of objects, namely dynamic objects and static objects.
  • dynamic objects pedestrians and other vehicles are classified. Your positions are recorded.
  • It is expedient to detect the dynamic objects by means of camera and / or radar and / or lidar sensors.
  • Static objects are advantageously detected by means of a camera, which may also be GPS-supported.
  • the objects are expediently made available to the method or the system in the form of a listing, so that, in principle, other respectively suitable methods are also possible for recording. If various functions require such data, of which only a few are detected, then those functions may be disabled for which no data is available. Instead of a listing of the detected or discovered objects, a map with the properties of the acquired, observation-relevant objects can also be displayed.
  • Static objects are considered to be objects which define a route, such as marking lines, marking devices, traffic signs and the like. Particularly preferred properties are width and position relative to the vehicle. Optionally, further properties such as the number of lanes, their arrangement and a curve can be advantageous.
  • Pedestrians are assigned a circular safety zone with appropriate safety distance.
  • vehicles have a more complex safety zone in the form of a rectangle. Regardless of what happens, a safety margin is always defined.
  • the safety distance can be optimized by adjusting the safety distance of dynamic objects as required by the situation. In parallel vehicles, a lateral safety distance can be minimized. This allows vehicles to overtake. If the speed of a preceding vehicle is known, the safety distance can be set as a function of the speed. Otherwise, a minimum distance can be specified. If a lateral or frontal impact threatens, the safety distances can be chosen to be larger depending on the situation.
  • the safety distance may be adjusted depending on an angle between the vehicle and the direction of movement of the object. If the angle between the vehicles is known or defined, a correction factor for the repulsive force between the own vehicle and the detected vehicle forming the object can be set, preferably angle-dependent. Is an orientation of the detected vehicle As is known, an overtaking page, for example on the left, can be forced.
  • an attraction for course monitoring can be determined. This is advantageous if only has to be warned that the own vehicle could get off the road.
  • the roadway may be modeled as a potential well in which the vehicle is moving, with a repulsive force on the vehicle progressively increasing as it approaches a lane edge. The edges of the road can be judged as obstacles to avoid.
  • the potential well on the overtaking side is preferably canceled.
  • the vehicle is then moved through the other side of the route and not obstructed by the edge of the route.
  • vibrations caused by the repulsive force of the potential well are compensated by a regulator connected downstream.
  • vibrations caused by the repulsive force of the potential well can be eliminated by placing a travel target in the center of a lane that attracts the vehicle and prevents it from shifting back to the edge of the potential well.
  • the system according to the invention provides that, depending on the respective object and on the distance between the vehicle and the object, a regulating acceleration which is dependent on a repulsive force can be determined.
  • the acceleration may lead to an increase in speed or to a decrease in speed.
  • the system has an optional automatic or semi-automatic operator input. direction. In semi-automatic operation, this acts as an assistance system in which the driver has overall control of the vehicle. The system does not change the driver requirements unless there is a risk. As soon as there is a danger, a warning can first be issued and then intervened in order, for example, to initiate emergency braking.
  • the system takes control of the vehicle.
  • Fig. 3 a, b, c a vehicle and registered objects with a circular safety zone (a), with a more complex safety zone during parallel movement (b) and when there is a risk of collision ( ⁇ ),
  • FIG. 1 shows a representation of a route of a track 14 with a vehicle 10 located therein and a dynamic, observation-relevant object 12.
  • the vehicle 10 moves in a direction 11 while the object 12 moves transversely thereto in a direction 13.
  • the Obj ect 12 could be a pedestrian crossing the road 14 or another vehicle which enters the roadway fourteenth
  • the position of obj ect 12 is detected by suitable, not shown detection means, such as video camera, radar and / or lidar sensors in the vehicle 10.
  • the type of object 12 is also detected and evaluated, whether it is a dynamic or static object and a vehicle or a pedestrian.
  • FIG. 2 illustrates a scheme of a preferred system with which the method according to the invention can be carried out.
  • the system can be used semi-automatically as an assistant as well as fully automatically for the overall management of the vehicle.
  • the mode 30 is operated for manual operation, which includes Modii 31 (disable) and 32 (emergency brake) Overall control of his vehicle not the driver requirements, if there is no danger.
  • the system first has the option of an audible and / or visual and / or haptic warning and can then intervene to initiate emergency braking (mode 32). If the vehicle is on a road and comes excessively dangerously close to the lane, the driver is warned and the steering wheel is then blocked in one direction, so that the vehicle can not get off the road and then steered towards the lane means.
  • the driver When the system is fully automatic according to mode 40 (enable w ), the driver is no longer in control of his vehicle. He can only enter the destination to be approached, and the system takes over the task in his place.
  • the destination may be defined, for example, by information provided by a telematics system or in any other suitable manner. There are two different options.
  • the mode is 41 ("off road”) .
  • the system must control the avoidance of obstacles, ie detected objects, preferably in such a way that the vehicle is moved as little as possible, on the one hand for reasons of stability and on the other hand to prevent one from departing from an existing route that is undefined.
  • the control is somewhat more complicated to keep the vehicle in the middle of the road or the middle of the lane, as is the case with module 43 ("lane following”).
  • the system can either only use the lateral control for course monitoring. or take care of avoiding obstacles.
  • the first mode 43 is a comfort system in which the driver still has to brake himself in case of problems.
  • the system also controls the longitudinal dynamics of the vehicle and brakes when needed (mode 45, "way keeping”). If there is not enough space to brake and the lane can be changed, the system automatically switches to one Emergency mode 46 ("way changing”) and changes the lane to have more space available.
  • a repulsive force F 1 is defined as a function of the respective detected object and in particular of the distance d to the own vehicle, the index i being an object in each case:
  • F A - I ⁇ , d n that is, F equals the minimum of A / d n or B, where A, B (allowable maximum) and n represent functions that depend on the nature of the object and its properties. The closer an object is to the vehicle, the higher the force F ⁇ (d) is to brake the vehicle and distract it from its course.
  • an attraction force defined by the travel destination to which the vehicle is moving may be determined. •
  • a power for course monitoring can be defined.
  • a fictitious target is calculated for each such calculation, giving a direction parallel to the route and a distance at which the vehicle is traveling it is just the forces that can be compensated for by contact with the road.
  • FIGS. 3a-3c There is a fundamental difference between such dynamic objects that represent pedestrians and vehicles that represent vehicles. This is outlined in FIGS. 3a-3c.
  • a repulsive force 21 is symbolized by an arrow on the vehicle 10.
  • a pedestrian must have a circular safety zone with a safety distance of 20 around.
  • a favorable safety distance is at least 1 m (FIG. 3a).
  • the vehicle 10 moves away from the object 12 in order to avoid object contact, which is indicated by a dashed line.
  • the Si safety zone with a safety margin of 20 for vehicles more complex.
  • the security zone is rectangular ( Figures 3b, 3c). If the own vehicle 10 and the vehicle-trained object 12 move in parallel, the required lateral safety distance 20 is minimal. As a result, vehicle 10 and object 12 can overtake each other (FIG.
  • the distance to a preceding vehicle 12 formed as a vehicle and the own vehicle 10 depends on the speed of the object 12, if this is known, otherwise a fixed value, preferably a few meters, in particular 5 m can be set. Thus legally prescribed safety distances can be safely adhered to. However, if a lateral or frontal impact is possible in the vehicles 10, 12 ( Figure 3c), the safety distances 20 must be larger and preferably at least 3 m. A repulsive force correction factor may be defined which depends on an angle between the vehicles 10, 12, if such an angle is defined.
  • local potential minima may occur when an object 12 is located entirely between the vehicle 10 and the destination 26.
  • an overtaking page can be forced. The page is chosen so that the designed as a vehicle object 12 is overtaken left.
  • the system can be modified for use in the Anglo-Saxon area so that object 12 can be overtaken on the right.
  • edges of the roadway 14 can be regarded as obstacles forming objects 14a, 14b, which are to be avoided. These objects 14a, 14b accordingly move the vehicle 10 back onto the roadway 14 in the direction of the center of the roadway.
  • the vehicle 10 is to be adjusted to the center of the road, it is expedient to view the roadway 14 as a potential well 18, as is outlined in FIGS. 5a, 5b.
  • the static objects 14a, 14b designed as roadway edges are represented as flanks 17, 18 of the potential well; the width 15 of the roadway 14 corresponds to the width 15 of the potential well. In the middle of the potential well 16, the force is zero. By a progressive increase of the repulsive force of the flanks 17, 18 when approaching the vehicle 10 is slowly pushed inwards to the potential minimum.
  • the potential well 16 on the corresponding side is canceled.
  • the vehicle 10 is then displaced by the other side of the route, that is about an opposite roadside on the side of the oncoming traffic and not obstructed by the edge 14 a or 14 b.
  • a favorable radius for a Ausscheren and a shearing of the vehicle 10 is specified.
  • a caused by the potential well 16 vibration effect of the vehicle 10 from one edge 17, 18 of the potential well 16 to the other can be prevented by a subsequently arranged controller, which compensates the vibrations allows.
  • An alternative approach is to use an artificial ride target in the middle of the lane 14c forming the lane 14c, which will attract the vehicle 10 and prevent it from shifting back to the lane edge.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Traffic Control Systems (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention concerne un procédé permettant de faire fonctionner un véhicule (10) doté de moyens de détection pour détecter des objets (12, 12a... 12e) dans l'environnement du véhicule (10). Si besoin, on peut intervenir dans le mode de fonctionnement de direction du véhicule (10). On détermine en fonction de l'objet (12, 12a... 12e, 14a, 14b) concerné et à partir d'une distance séparant le véhicule (10) et l'objet (12, 12a... 12e, 14a, 14b), une accélération de régulation (?) qui dépend d'une force de répulsion entre le véhicule (10) et l'objet (12, 12a...12e, 14a, 14b). L'invention concerne également un système permettant de faire fonctionner un véhicule (10).
PCT/EP2005/013206 2004-12-24 2005-12-09 Procede et systeme permettant de faire fonctionner un vehicule automobile WO2006072341A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004062504.2 2004-12-24
DE102004062504A DE102004062504A1 (de) 2004-12-24 2004-12-24 Verfahren und System zum Betreiben eines Kraftfahrzeugs

Publications (1)

Publication Number Publication Date
WO2006072341A1 true WO2006072341A1 (fr) 2006-07-13

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Application Number Title Priority Date Filing Date
PCT/EP2005/013206 WO2006072341A1 (fr) 2004-12-24 2005-12-09 Procede et systeme permettant de faire fonctionner un vehicule automobile

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WO (1) WO2006072341A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109992886A (zh) * 2019-04-01 2019-07-09 浙江大学 一种基于社会力的混合交通仿真方法

Families Citing this family (5)

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DE102008062796A1 (de) * 2008-12-23 2010-06-24 Volkswagen Ag Fahrerassistenzsystem und Verfahren zum Betreiben eines Fahrzeugs
DE102012000724A1 (de) * 2011-06-29 2013-01-03 Volkswagen Ag Verfahren und Vorrichtung zum teilautomatisierten Fahren eines Kraftfahrzeugs
DE102012015381A1 (de) 2012-08-03 2013-02-28 Daimler Ag Verfahren zur Kollisionsvermeidung oder Kollisionsfolgenminderung
DE102018123896A1 (de) * 2018-06-25 2020-01-02 Trw Automotive Gmbh Verfahren zum Betreiben eines wenigstens teilweise automatisierten Fahrzeugs
DE102022130111A1 (de) 2022-11-15 2024-05-16 Valeo Schalter Und Sensoren Gmbh Verfahren zum bestimmen eines kollisionsabstands

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US5485892A (en) 1991-10-14 1996-01-23 Mazda Motor Corporation Drive control system for automobile
US5684696A (en) * 1990-02-05 1997-11-04 Caterpillar Inc. System and method for enabling an autonomous vehicle to track a desired path
DE19654769A1 (de) * 1996-12-30 1998-07-02 Teves Gmbh Alfred Verfahren und Vorrichtung zur Fahrzeugsteuerung bzw. -regelung
US5909381A (en) * 1997-02-19 1999-06-01 Itt Manufacturing Enterprises, Inc. System of on board prediction of trajectories for autonomous navigation of GPS satellites
US20030098394A1 (en) * 2001-11-29 2003-05-29 Cooper John Hutton Magnetic dipole tractor beam control system
US20040239490A1 (en) * 2003-05-30 2004-12-02 Suzuki Motor Corporation Alarming system for vehicle and alarm generating method for vehicle

Patent Citations (6)

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Publication number Priority date Publication date Assignee Title
US5684696A (en) * 1990-02-05 1997-11-04 Caterpillar Inc. System and method for enabling an autonomous vehicle to track a desired path
US5485892A (en) 1991-10-14 1996-01-23 Mazda Motor Corporation Drive control system for automobile
DE19654769A1 (de) * 1996-12-30 1998-07-02 Teves Gmbh Alfred Verfahren und Vorrichtung zur Fahrzeugsteuerung bzw. -regelung
US5909381A (en) * 1997-02-19 1999-06-01 Itt Manufacturing Enterprises, Inc. System of on board prediction of trajectories for autonomous navigation of GPS satellites
US20030098394A1 (en) * 2001-11-29 2003-05-29 Cooper John Hutton Magnetic dipole tractor beam control system
US20040239490A1 (en) * 2003-05-30 2004-12-02 Suzuki Motor Corporation Alarming system for vehicle and alarm generating method for vehicle

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109992886A (zh) * 2019-04-01 2019-07-09 浙江大学 一种基于社会力的混合交通仿真方法

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Publication number Publication date
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