WO2009037026A1 - Procédé de commande d'un système d'assistance au conducteur - Google Patents

Procédé de commande d'un système d'assistance au conducteur Download PDF

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Publication number
WO2009037026A1
WO2009037026A1 PCT/EP2008/059558 EP2008059558W WO2009037026A1 WO 2009037026 A1 WO2009037026 A1 WO 2009037026A1 EP 2008059558 W EP2008059558 W EP 2008059558W WO 2009037026 A1 WO2009037026 A1 WO 2009037026A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
function
differential angle
yaw rate
driver assistance
Prior art date
Application number
PCT/EP2008/059558
Other languages
German (de)
English (en)
Inventor
Lutz Buerkle
Tobias Rentschler
Thomas App
Original Assignee
Robert Bosch Gmbh
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 Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2009037026A1 publication Critical patent/WO2009037026A1/fr

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Classifications

    • 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
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • 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
    • B60W30/02—Control of vehicle driving stability
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0002—Automatic control, details of type of controller or control system architecture
    • B60W2050/0008—Feedback, closed loop systems or details of feedback error signal
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0019—Control system elements or transfer functions
    • B60W2050/0022—Gains, weighting coefficients or weighting functions
    • B60W2050/0024—Variable gains
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/14—Yaw
    • 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
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/20—Sideslip angle
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/14—Yaw
    • 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
    • B60W2720/00—Output or target parameters relating to overall vehicle dynamics
    • B60W2720/20—Sideslip angle

Definitions

  • the invention relates to a method for controlling a driver assistance system according to the preamble of claim 1.
  • This steering assistance function is referred to below as the LKS function.
  • LKS function In a driver assistance system with LKS function of the type mentioned in the introduction, a substantially stable lateral oscillating movement of the vehicle within the lane may occur. This pendulum motion is caused by the LKS function intervening as the vehicle approaches the edges of a corridor defined around the center of the lane to keep the vehicle in lane. This more or less pronounced lateral pendulum movement can be a nuisance to sensitive drivers, which can cause them to become one stand against such automatic transverse guidance of their vehicle.
  • excessive lateral oscillating motion of a vehicle can also cause irritation for other road users since, when observing such a pendulum motion in a vehicle driving ahead, for example, they suspect that the driver of this vehicle is no longer properly in control of his vehicle or with the microsleep fights.
  • DE 101 37292 A1 discloses a method for operating a driver assistance system of a vehicle, in particular of a motor vehicle, with a power-assisted steering, with the following method steps:
  • a FahrGraph- monitoring device for a motor vehicle which is used to monitor the driving condition of a driver of the vehicle.
  • the behavior of the vehicle and / or a driving operation of the driver and / or at least one state of the driver are detected to thereby generate driving state display data indicating the driving state of the driver. It is determined whether the driving condition of the driver is abnormal based on the generated running state display data. If it is not determined that the driving condition of the driver is abnormal, a Measured normality of driving condition of the driver by inputting a plurality of individual data of the driving state display data into a neutral network. There is a warning and / or control of the vehicle depending on a result of determining whether the driving condition of the driver is abnormal, and the degree of normality of the driving condition of the driver.
  • a driver assistance system with an assistance function supporting the lateral guidance of the vehicle in particular the LKS function (lane keeping support)
  • LKS function lasing support
  • a pendulum movement of the vehicle caused by interventions by the LKS function is detected as quickly as possible and with little effort and attenuated such that the driver affected by the pendulum motion of his vehicle again perceives the automatic lateral guidance of his vehicle as pleasant and thus increases the acceptance of the system.
  • the vehicle After the detection of a lateral oscillating movement of the vehicle, the vehicle is again aligned parallel to the direction of the lane, or in the direction of the setpoint trajectory, by a time-limited corrective intervention of the driver assistance system.
  • this pendulum movement is associated with a change in the transverse storage of the vehicle by a Referenztraj ektorie, for example, the center of the lane, and a change in the differential angle between the direction of travel of the vehicle and the course of a reference trajectory, such as the center of the lane, can by detecting the Querablage and the difference angle a pendulum motion of the vehicle are detected very quickly.
  • the corrective intervention is carried out so that the driver feels comfortable and not disturbing.
  • the inventive solution allows a smooth transition between the normal guiding engagement of the LKS function and the corrective action for stopping the pendulum movement.
  • the inventively proposed method for the detection of a lateral oscillatory movement of a vehicle supported by an LKS function is very fast and saves resources, such as running time, measuring time and storage capacity.
  • resources such as running time, measuring time and storage capacity.
  • Figure 1 is a block diagram of a driver assistance system
  • FIG. 2 is a flowchart
  • Figure 3 is a plan view of a traffic area
  • FIG. 4 is a block diagram of a driver assistance system
  • Figure 5 is a block diagram of an intervention controller
  • FIG. 6 is a diagram of the course of the
  • FIG. 7 is a diagram of the course of the
  • Weighting parameters as a function of time are weighting parameters as a function of time.
  • FIG. 1 shows a block diagram of a driver assistance system 10 according to the invention.
  • the driver assistance system 10 initially comprises a function module 5 for the detection of a pendulum movement.
  • the functional module 5 is connected to a further functional module 6 for the action.
  • the functional modules 5 and 6 comprise a plurality of input terminals El to E5 and E ⁇ .Der input terminal El is connected via a filter 1 to the functional module 5.
  • the functional module 5 is supplied with the steering wheel torque detected by a corresponding sensor.
  • the input terminal E2 is connected to the functional module 5 via a filter 2.
  • the lane curvature is fed to the functional module 5 via the input connection E2.
  • the input terminal E3 is connected to the functional module 5 via a filter 3.
  • About the input terminal E3 is the function module 5 of Differential angle ⁇ between the vehicle longitudinal axis 100.1 and the direction of the lane 30 fed.
  • the input terminal E4 is connected to the functional module 5 via a filter 4.
  • the lateral storage of the vehicle 100 is supplied to the functional module 5 from the center 30.3 of the lane 30.
  • the speed of the vehicle 100 is fed to the functional module 5 via the input connection E5.
  • the functional modules 5 and 6 are connected to each other via connecting lines Vl and V2.
  • Reference numeral A1 denotes an output terminal of the function module 6
  • reference numeral A2 designates an output terminal of the functional module 5.
  • FIG. 3 shows the top view of a traffic area 300 with a lane 30 bounded by the lane markings 30.1 and 30.2.
  • the vehicle 100 equipped with the driver assistance system 10 moves along the trajectory 35.
  • the center of the lane 30 that is activated The LKS function of the driver assistance system 10 in the ideal case also corresponds to the setpoint trajectory of the vehicle 100 is designated by reference numeral 30.3.
  • a lying in the direction of travel in front of the vehicle 100 area of the lane 30 is divided into zones Zl, Z2, Z3, Z4.
  • zone Zl lies directly in front of the vehicle 100, while the zone Z4 is furthest away from the vehicle 100.
  • zone Z1 the direction of motion of the vehicle 100 is evaluated to the left or to the right from the instantaneous movement of the vehicle 100, and thus a rapid starting point for the beginning of the detection of a pendulum movement of the vehicle 100 Is found.
  • the vehicle 100 must sequentially pass through the zones Z1 to Z4 in order to detect a pendulum movement.
  • the following conditions apply for zones Z1 to Z4:
  • the zone Z1 is based on an interval of the lateral storage of the vehicle 100 from the center 30.3 of the lane 30.
  • the vehicle must be in this zone Z1 so that a starting point for the detection of a pendulum movement of the vehicle 100 is set in the function module 5.
  • Oscillation or oscillation of the vehicle 100 begins with movement of the vehicle 100 to the left when the following condition is met:
  • Oscillation or oscillation of the vehicle 100 begins with movement of the vehicle 100 to the right when the following condition is met:
  • zone Z2 the amount
  • zone Z3 the following three criteria are evaluated. First of all, condition (3) must be fulfilled again. The difference angle between the vehicle longitudinal axis and the direction of the lane must therefore fall below a defined barrier.
  • the present at this point must lateral deviation relative to the detected in zone Z2 lateral deviation Y Zon e 2 a tray difference of at least dY Zon e reached.
  • the two aforementioned conditions must be achieved within a predefinable time period ⁇ T1, which is specified for the zone Z3. If this is not the case, ie, the predetermined period of time ⁇ T1 is exceeded, without the aforementioned two conditions being met, the previous detection process is terminated without result and a new detection process is started with the conditions defined for the zone Z1.
  • zone Z4 for example at point 36, a pendulum motion of the vehicle 100 is detected when the conditions prescribed for zone Z3 have been met and additionally at this point 36 one of the following conditions is met:
  • the information or the operating state "vehicle oscillation detected" is generated by the function module 5, if all aforementioned conditions for all zones Zl to Z4 are met. This information is forwarded via the connection line V2 to the function module 6 and also provided at the output connection A2. This operating state is maintained until the functional module 6 resets the detection process and determines the condition for the start of a new detection process at a zone Z1.
  • the function module 6 can control measures that should be initiated as an action on the detected lateral pendulum motion. For example, this may be an intervention in the steering system of the vehicle 100 in the context of an LKS assistance function of the driver assistance system 1 of the vehicle. This action does not have to be initiated immediately after the detection of a pendulum movement of the vehicle 100, but may additionally be based on other criteria.
  • such an intervention is performed after the detection of a pendulum movement of the vehicle only when the difference angle ⁇ d has dropped to as small a value as possible, preferably the value zero. This is the case at point 37 in FIG. 3.
  • the duration of the required intervention is advantageously made dependent on the speed of the vehicle and determined by the function module 6.
  • the function module 6 also determines how long the once recognized operating state is maintained and forwards this information to the functional module 5 via the connection line V1.
  • a Minimum speed can be specified as a limit. Above this limit, the pendulum motion can be detected.
  • the detection is expediently carried out only on a substantially straight running lane 30.
  • a limit for the curvature of the lane is specified. The detection of the pendulum motion is only used when the curvature is below this limit.
  • a pendulum movement of the vehicle 100 is to be detected by means of the detection, which is caused by the intervention of an assistance function of the driver assistance system, in particular the LKS function, the steering wheel torque is expediently additionally monitored.
  • a detected pendulum movement is one which can be attributed to deliberate intervention by the driver in the steering behavior of the vehicle 100. If the three conditions listed are fulfilled, the detection of a possibly present oscillating movement is started with step 21 (FIG. 2).
  • step 21A it is checked whether or not the conditions defined for the zone Z1 exist, wherein a distinction is also made as to whether the pendulum movement of the vehicle 100 begins with a movement of the vehicle to the left (step 21A) or to the right (step 21B). If the pendulum movement begins with a movement to the left, then step 21A, which leads to step 22, follows. In step 22, it is checked whether the conditions set for the zone Z2 are satisfied. If this is the case, the transverse storage recorded in this case is stored and transferred to step 23. In step 23, it is checked whether the conditions set for the zone Z4 are satisfied.
  • step 23A the process is first aborted (step 23A) and after returning to the initial step 21, if necessary. started again.
  • step 24 it is first established (step 24) in the area of the zone Z4 that a pendulum movement has been detected (see point 36 in FIG. 3).
  • step 24A is followed by a return to the starting point, that is, step 21.
  • An analogous sequence takes place with steps 21, 21B, 25, 26, 26A, 26B, 27, 27A when the pendulum movement of the vehicle 100 is initiated with a movement to the right.
  • FIG. 4 shows a block diagram 40 of a driver assistance system 10 with LKS function for the transverse guidance of a vehicle 100 shown only schematically.
  • At least one on-board video camera 101 is provided as a sensor for detecting the vehicle surroundings.
  • the video camera 101 is connected to inputs of functional modules 1.1, 41 and 42.
  • the function module 1.1 the LKS function of
  • the function module 41 is an intervention controller, by means of which the correction intervention for reducing the pendulum movement is controlled.
  • the function module 42 makes the decision as to whether a correction intervention should take place or not and how long it should possibly take.
  • a further input terminal of the functional modules 1.1, 41, 42 are transmitted via the operating characteristics of the vehicle 100 to these functional modules are connected to the electrical system of the vehicle 100.
  • One Output terminal of the functional module 42 is connected to an input terminal of the functional module 41.
  • Another output terminal of the function module 42 is connected to an input terminal of a function module 43.
  • Two further input terminals of the functional module 43 are each connected to an output terminal of the functional module 41 and the functional module 1.1.
  • the function module 43 allows a fusion of the provided by the function modules 1.1 and 41 moments M 1 and M 2 to the resulting moment M 3rd
  • An output terminal of the functional module 43 is connected to an input terminal of another functional module 44.
  • the function module 44 is a torque actuator that acts on the steering system of the vehicle 100.
  • the video camera 101 detects the course of the lane 30 and the relative position of the vehicle 100 with respect to the lane 30 and forwards these measurements to the function modules 1.1, 41 and 42 on.
  • the functional module 42 decides whether, after detection of a lateral pendulum movement of the vehicle 100, a correction intervention for damping the pendulum movement should take place or not. If the decision is positive, the function modules 41 and 43 are enabled.
  • the function module 42 also controls the duration of the correction intervention.
  • the intervention controller (function module 41) can be based on different controller approaches and in particular be designed as a cascade controller, as a state controller or as a non-linear controller.
  • the controlled variables for all controller variants are the controlled variables, the manipulated variables and the requirements of the control loop.
  • the suppression of lateral oscillations after their detection is advantageous as a controlled variable
  • the orientation of Vehicle 100 with respect to the direction of the reference trajectory which may for example coincide with the direction of the lane 30 is selected.
  • This orientation can be expediently expressed as a difference angle ⁇ d between the longitudinal axis 100.1 of the vehicle 100 and the tangent to the traffic lane 30.
  • the goal of the intervention controller (module 41) is the alignment of the vehicle 100 parallel to the course of the reference trajectory, for example the lane 30, which corresponds to a desired value of the differential angle ⁇ d of zero.
  • the differential angle ⁇ d is monitored and a correction intervention is initiated when the differential angle ⁇ d has assumed a minimum value.
  • a correction intervention is initiated when the sign of the difference angle ⁇ d indicates a movement of the vehicle 100 in the direction of a reference trajectory, for example the center of the lane 30.
  • the yaw rate of the vehicle 100 is additionally used as auxiliary control variable.
  • the steering torque is advantageously selected because it can be used to easily merge with the guide moment applied by the LKS function.
  • Reference numeral 51 denotes a functional module which is provided for an adaptation of controller parameters as a function of operating parameters of the vehicle 100, in particular the speed of the vehicle 100.
  • the functional module 51 On the input side (input terminal 51.1), therefore, the speed of the vehicle 100 is supplied to the functional module 51.
  • the functional module 51 On the output side (output connections 51.2 and 51.3), the functional module 51 is connected to a differential angle controller 56 and to a yaw rate controller 52.
  • the output terminal 56.1 of the differential angle controller 56 is the output terminal of a summation 57.
  • a further summing element 55 is arranged, which is connected on the output side to the input terminal 52.1 of the yaw rate controller 52.
  • a first input terminal 55.1 of the summation element 55 is connected to the output terminal of the differential angle controller 56.
  • a function module 54 which enables torque precontrol, is also connected to this output connection.
  • a second input terminal 55.2 of the summation element 55, the yaw rate of the vehicle 100 is supplied.
  • the yaw rate controller 52 is followed by a third summation element 53.
  • a first input connection 53.1 of the summing element 53 is connected to the output of the yaw rate regulator 52.
  • a second input terminal 53. 2 of the summation element 53 is connected to the output of the function module 54.
  • the differential angle controller 56 generates a target trajectory for the vehicle 100 in the form of a target yaw rate.
  • the yaw rate controller 52 which is designed for rapid control intervention, generates the required movement of the vehicle 100 via a corresponding steering torque with the aid of a model-based feedforward control via the function module 54.
  • the model used can be described by the following relationship:
  • the controller parameters ie the gain of the
  • Differential angle controller and the yaw rate controller are adapted to the speed of the vehicle 100.
  • a temporal transition is advantageously carried out according to the following fusion condition:
  • M3 the fused steering torque impressed on the steering system of the vehicle
  • MLKS the one calculated by the activated LKS function
  • the weighting parameter a is shown by way of example in FIGS. 6 and 7.
  • FIG. 6 explains the beginning of an intervention and FIG. 7 its end.
  • the weighting parameter a is time-dependent (time t) and can assume a value lying in the value range between zero and one. He can follow any continuous function that leads to a perceived by the driver as comfortable torque curve.
  • the weighting parameter a may vary linearly (curve K1 in FIG. 6 and FIG. 7), square (curve K2 in FIG. 6 and FIG. 7) or cubic (curve K3 in FIG. 6 and FIG. 7) as a function of time. Will not Correction intervention performed, but only a leadership intervention of the LKS function, then the weighting parameter a is one.
  • the weighting parameter a is changed within a time interval t1 of approximately 500 ms between its limit values 1 and 0 or 0 and 1.
  • t1 500 ms between its limit values 1 and 0 or 0 and 1.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention concerne un procédé de commande d'un système d'assistance au conducteur (10) d'un véhicule (100), comportant une fonction LKS (système de suivi de voie), qui lorsqu'elle est activée, peut provoquer un mouvement pendulaire latéral du véhicule (100). Selon ledit procédé, le cap du véhicule (100) est contrôlé en ce qui concerne l'apparition d'un mouvement pendulaire latéral. En cas de détection du mouvement pendulaire, le système d'assistance au conducteur (10) est commandé de telle manière que le mouvement pendulaire du véhicule (100) est entièrement supprimé ou au moins essentiellement réduit.
PCT/EP2008/059558 2007-09-14 2008-07-22 Procédé de commande d'un système d'assistance au conducteur WO2009037026A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007043912.3 2007-09-14
DE102007043912A DE102007043912A1 (de) 2007-09-14 2007-09-14 Verfahren für die Steuerung eines Fahrerassistenzsystems

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WO2009037026A1 true WO2009037026A1 (fr) 2009-03-26

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CN107848540A (zh) * 2015-07-31 2018-03-27 松下知识产权经营株式会社 驾驶辅助装置、驾驶辅助系统、驾驶辅助方法、驾驶辅助程序以及自动驾驶车辆
US10479357B2 (en) 2016-05-23 2019-11-19 Aptiv Technologies Limited Lane keeping system for autonomous vehicle in wind conditions

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DE102010030646A1 (de) 2010-06-29 2011-12-29 Zf Lenksysteme Gmbh Spurführungsassistenzverfahren für ein Kraftfahrzeug
DE102011086897B4 (de) 2011-11-22 2020-03-19 Robert Bosch Automotive Steering Gmbh Spurführungsassistenzverfahren für ein Kraftfahrzeug
DE102018002513A1 (de) 2018-03-27 2018-09-20 Daimler Ag Verfahren zum Betrieb eines Assistenzsystems eines Fahrzeugs
DE102021203428B4 (de) 2021-04-07 2023-05-04 Continental Autonomous Mobility Germany GmbH Vorrichtung und Verfahren zur Stabilitätsüberwachung eines Ego-Fahrzeugs

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CN107848540A (zh) * 2015-07-31 2018-03-27 松下知识产权经营株式会社 驾驶辅助装置、驾驶辅助系统、驾驶辅助方法、驾驶辅助程序以及自动驾驶车辆
US10479357B2 (en) 2016-05-23 2019-11-19 Aptiv Technologies Limited Lane keeping system for autonomous vehicle in wind conditions

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