WO2009037028A1 - 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
WO2009037028A1
WO2009037028A1 PCT/EP2008/059560 EP2008059560W WO2009037028A1 WO 2009037028 A1 WO2009037028 A1 WO 2009037028A1 EP 2008059560 W EP2008059560 W EP 2008059560W WO 2009037028 A1 WO2009037028 A1 WO 2009037028A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
function
lks
comf
driver
Prior art date
Application number
PCT/EP2008/059560
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 WO2009037028A1 publication Critical patent/WO2009037028A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/1755—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve
    • B60T8/17557—Brake regulation specially adapted to control the stability of the vehicle, e.g. taking into account yaw rate or transverse acceleration in a curve specially adapted for lane departure prevention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025—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
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/08—Lane monitoring; Lane Keeping Systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/08—Lane monitoring; Lane Keeping Systems
    • B60T2201/087—Lane monitoring; Lane Keeping Systems using active steering actuation

Definitions

  • the invention relates to a method for the control of a
  • LDS Lane Departure Warning
  • LLS Lane Keeping Support
  • 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 so that the driver affected by the pendulum movement of his vehicle feels the automatic lateral guidance of his vehicle again as pleasant and thus increases the acceptance of the system.
  • the amplitude of the lateral movement is reduced by a time-limited corrective intervention of the driver assistance system, so that the driver no longer perceives it as disturbing.
  • a lateral oscillation of the vehicle in the lane which can occur if the vehicle is guided by the lane keeping support function (LKS function) with an intervention-free area around the center the lane of a driver assistance system made and the driver is not actively steering himself.
  • the corrective intervention takes place immediately after the safe detection of a lateral oscillating movement of the vehicle. Since this oscillating movement is associated with a change in the transverse storage of the vehicle from the center of the lane and a change in the differential angle between the direction of travel of the vehicle and the course of the lane, by detecting the cross-deviation and the differential angle, a pendulum motion of the vehicle can be 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 guidance behavior of the LCS function and the modified guidance intervention with the aim of reducing the pendulum motion.
  • 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.
  • a pendulum movement can be detected after a comparatively short duration and without lengthy measurements.
  • a single oscillation period is sufficient to reliably detect the occurrence of a pendulum motion.
  • the very short detection time then allows a very quick intervention, for example, to dampen excessive and disturbing pendulum motion by engaging in systems of the vehicle.
  • a reduction of a detected pendulum movement takes place by changing a guide characteristic assigned to the LCS function.
  • the width of a dead zone or an intervention-free corridor is reduced by the desired trajectory of the vehicle and finally to the value zero set.
  • a parameter assigned to the LKS function is raised, which specifies the strength of the torque intervention. This is associated with the advantageous consequence that now even a small deviation from the Solltraj ektorie leads to a greater leadership intervention of the LKS function.
  • 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 diagram of characteristic curves of an LKS function
  • FIG. 5 is a block diagram of a driver assistance system
  • FIG. 6 is a diagram of characteristic curves of an LKS function.
  • a lateral oscillating motion of a vehicle caused by an active LKS function can be detected.
  • the solution of the invention is then explained, with the help of which a detected lateral oscillating motion of the vehicle as quickly as possible and comfortable for the driver can be largely reduced.
  • the invention assumes that a driver assistance system 10 having a lane recognition function, in particular a video-based lane recognition function, is arranged in a vehicle 100. By means of the lane detection function, the relative vehicle position within the traffic lane 30 can be detected.
  • 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.
  • the differential angle ⁇ d between the vehicle longitudinal axis 100.1 and the direction of the lane 30 is fed to the functional module 5 via the input connection E3.
  • the input terminal E4 is connected to the functional module 5 via a filter 4.
  • Via the input connection E4 the lateral storage of the vehicle 100 is supplied to the functional module 5 from the center 30.3 of the lane 30.
  • About the input terminal E5 is the function module 5, the Speed of the vehicle 100 supplied.
  • 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 on the lane 30.
  • 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 movement direction of the vehicle is evaluated to the left or to the right from the present current movement of the vehicle 100, and thus a fast 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 Zl is a non-center starting interval of lateral storage of the vehicle 100 from the center 30.3 of the lane 30 basis.
  • 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 ⁇ d of the difference angle ⁇ rf between the vehicle longitudinal axis 100.1 and the direction of the lane 30 or the direction of its center 30.3 must be below a defined one
  • zone Z3 the following three criteria are evaluated. First of all, condition (3) must be fulfilled again be. 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 of the aforementioned conditions are met for all zones Z1 to Z4 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 function module 6 resets the detection process and the condition for the start of a renewed Detection process at a zone Zl sets.
  • 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.
  • the activation according to the invention of an intervention for the suppression of a further vehicle oscillation may be mentioned as an example, which will be discussed in detail below.
  • such an intervention is carried out after the detection of a pendulum movement of the vehicle only when the difference angle has dropped to the smallest possible value, preferably the value zero, or shows the orientation of the vehicle in the direction of the lane center. 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.
  • the following description refers in particular to the flowchart shown in FIG.
  • a lateral oscillating movement of the vehicle 100 can only occur in a moving vehicle.
  • the longitudinal speed of the vehicle 100 should therefore be greater than the value zero.
  • a minimum speed can be specified as the limit value.
  • 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. Since only 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. As a result, it can be ruled out that 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 21 it is first determined in the area of the zone Z4 that a pendulum movement has been detected (see point 36 in Figure 3). After successful conclusion of the described process steps, a return to the starting point, ie step 21, takes place with step 24A. 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 in a diagram 40 characteristic curves 41.1, 41.2, 42.1, 42.2 of an LKS function of the driver assistance system 10.
  • the characteristic curves represent the moment M exerted on the steering system 57 of the vehicle 100 when the LKS function is active, when the vehicle 100 is away from the desired trajectory differs.
  • the moment M is plotted on the y-axis of the diagram, the deviation on the x-axis of the diagram.
  • the lane 30 is perpendicular to the plane of the drawing. For the embodiment described now, it is assumed that the target trajectory is in the middle of the lane. Characteristic of the underlying LKS function is that the moment M exerted on the steering system 57 of the vehicle 100 when the LKS function is active, when the vehicle 100 is away from the desired trajectory differs.
  • the moment M is plotted on the y-axis of the diagram, the deviation on the x-axis of the diagram.
  • the lane 30 is perpendicular to the plane of the drawing.
  • Driver assistance system provides the vehicle 100 a non-intrusive corridor 43 to small deviations from the target trajectory, which is limited by engagement barriers 43.1, 43.2. Within this corridor 43 with the width x to t, the driver can steer the vehicle, essentially unaffected by the LKS function. When an intervention barrier is exceeded 43.1, 43.2, the LKS function would apply a corresponding moment M in order to keep the vehicle 100 stable in the lane 30. However, if the driver is not actively following in the area of the corridor 43 of his Quer Installationsaufgäbe, the vehicle 100 begins to oscillate between the two engagement barriers 43.1 and 43.2 on the lane 30. Although this lateral pendulum movement is stable, it is perceived as disturbing by sensitive drivers and / or other road users.
  • the invention therefore proposes a solution for the reduction or complete suppression of such a lateral pendulum motion.
  • This is achieved by adapting the characteristic curve underlying the LCS function as described below.
  • the symmetrical characteristic curve 41.1, 41.2 provides the already mentioned corridor 43 with the intervention barriers 43.1 and 43.2.
  • this characteristic curve 41.1, 41.2 can be adjusted in such a way that the width of the corridor 43 is lowered from zero to the first value Xtot according to a preferably continuous function .
  • the function provided for this reduction can advantageously be linear, square or cubic.
  • the reduction of the width x to t of the dead zone or of the corridor 43 preferably takes place uniformly in the direction of the arrows A1, A2, so that overall the symmetry of the characteristic with respect to the y-axis is maintained.
  • the width of the corridor 43 has shrunk to zero, as the characteristic line 42.1, 42.2 drawn above shows. The leadership of the vehicle is now close to the desired trajectory.
  • the dead zone is lowered only from one side, that is to say asymmetrically.
  • the width x to t of the initially symmetrical corridor 43 is reduced from the left or right side, that is, in the direction of the arrow Al.
  • the leadership of the vehicle 100 is performed by the LKS function, depending on the position of the axis of symmetry of the curve, left or right of the center of the lane.
  • the lateral position of the vehicle 100 on the lane 30 may be selected to correspond to the position of the vehicle at the time of detection of the lateral pendulum motion, which position does not necessarily coincide with the center of the lane.
  • a very quick intervention for the purpose of reducing the pendulum motion is possible.
  • a comfort factor a comf assigned to the LCS function is then additionally increased in such a way that a smaller deviation from the target trajectory already leads to a greater guiding intervention of the LCS function.
  • the comfort factor weights the slope of the characteristic and is determined in practice, for example by driving tests.
  • the moment M applied by the LKS function is then formed according to the following relationship:
  • the characteristic curve 41.1, 41.2 is displaced in the direction of the arrows B1, B2, so that a new characteristic 42.1, 42.2 results.
  • the increase is also performed temporally continuous over a linear, quadratic or cubic function.
  • the adaptation of the two parameters x tot and a comf can advantageously be carried out according to the following relationships:
  • Xtot org original width of the deadband
  • n exponent, depending on whether a reduction should take place according to a linear, quadratic or cubic function.
  • the comfort factor a comf is changed according to the following relationship:
  • n exponent, depending on whether a reduction according to a linear, quadratic or cubic
  • the two parameters are reset in time to their original value and the reduction of the pendulum motion by the LCS function is terminated.
  • the adaptation of the characteristic branches 41.1, 41.2 in the direction of the arrows B1, B2 to the characteristic branches 42.1, 42.2 takes place symmetrically with respect to the y axis.
  • the adaptation takes place asymmetrically. While the original branch 41.1 remains unchanged from the characteristic 41.1, 41.2, the characteristic branch 41.2 is changed in the direction of the arrow B1 to the characteristic branch 42.2. Alternatively, the characteristic branch 41.2 could also be retained and the characteristic branch 41.1 could be changed analogously.
  • FIG. 5 shows, by way of example, the block diagram of an assembly 50 of the driver assistance system 1, with which the inventive solution is implemented.
  • Reference numeral 57 denotes the steering system of the vehicle 100, in which the LKS function engages after its activation.
  • the steering system 57 is connected to a functional module 51, which is the guiding characteristic for the LKS function provides.
  • a function module designated by reference numeral 54 enables the detection of a lateral pendulum movement of the vehicle 100 described in detail above.
  • the function module 54 is connected to a function module 52 and a function module 55.
  • the functional module 52 comprises at least one characteristic curve 52.1 for reducing the width xtot of the dead zone or the corridor 43.
  • the functional module 55 comprises at least one characteristic curve 55.1 for the adaptation of the comfort factor a comf
  • the function module 52 is the output side connected to a function module 53. Another input of the function module 53 is connected to the input 52.2 of the function module 52.
  • the function module 53 is connected on the output side via a connecting line 53.3 to an input of the functional module 51.
  • the function module 55 is connected on the output side via a connecting line 56.1 to the input of a function module 56.
  • Another input of the functional module 56 is connected via a connecting line 56.2 to the input 55.2 of the functional module 55.
  • the function module 56 is connected via a connecting line 56.3 to an input of the function module 51.
  • the original value x to t org of the width of the corridor 43 is provided.
  • the original value a com org of the comfort factor a com f is provided.
  • the function modules 52 and 55 are activated via the connection lines 54.1 and 54.2.
  • the width of the corridor 43 and the comfort factor are changed as described above.
  • the function module 53 a minimum value of the width of the corridor 43 is stored.
  • the function module 56 a maximum value of the comfort factor is stored.
  • the connecting lines 53.3 and 56.3 the current values of the width of the dead zone and the comfort factor are supplied to the function module 51.
  • the inventive method is also suitable for reducing a pendulum motion of the vehicle, which occurs for example as a result of inactivity of the driver.
  • the inactivity of the driver can be determined for example by a continuous monitoring of the steering or steering wheel torque.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (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), une caractéristique de guidage de la fonction LKS étant prévue pour le guidage transversal du véhicule (100). L'activation de la fonction LKS peut provoquer un mouvement pendulaire latéral du véhicule (100). Le cap du véhicule (100) est contrôlé en ce qui concerne l'apparition d'un mouvement pendulaire latéral. En cas de détection d'un mouvement pendulaire latéral du véhicule, la caractéristique de guidage de la fonction LKS est modifiée de telle manière que le mouvement pendulaire du véhicule (100) est entièrement supprimé ou au moins essentiellement réduit.
PCT/EP2008/059560 2007-09-14 2008-07-22 Procédé de commande d'un système d'assistance au conducteur WO2009037028A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200710043910 DE102007043910A1 (de) 2007-09-14 2007-09-14 Verfahren für die Steuerung eines Fahrerssistenzsystems
DE102007043910.7 2007-09-14

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Publication Number Publication Date
WO2009037028A1 true WO2009037028A1 (fr) 2009-03-26

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WO (1) WO2009037028A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2012232704A (ja) 2011-05-09 2012-11-29 Jtekt Corp 車両用操舵装置
DE102011086897B4 (de) * 2011-11-22 2020-03-19 Robert Bosch Automotive Steering Gmbh Spurführungsassistenzverfahren für ein Kraftfahrzeug
AT514754B1 (de) * 2013-09-05 2018-06-15 Avl List Gmbh Verfahren und Vorrichtung zur Optimierung von Fahrassistenzsystemen

Citations (2)

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Publication number Priority date Publication date Assignee Title
DE102005033866A1 (de) * 2005-07-20 2007-01-25 Robert Bosch Gmbh Lenksystem für Kraftfahrzeuge mit gleitender Nulllage
DE102005052034A1 (de) * 2005-10-31 2007-05-03 Robert Bosch Gmbh LKS-System mit modifizierter Regelcharakteristik bei Kurvenfahrt

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Publication number Priority date Publication date Assignee Title
JPH09301011A (ja) 1996-05-20 1997-11-25 Honda Motor Co Ltd 車両用運転状況監視装置
DE10137292A1 (de) 2001-08-01 2003-03-06 Continental Teves Ag & Co Ohg Fahrer-Assistenzsystem und Verfahren zu dessen Betrieb

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102005033866A1 (de) * 2005-07-20 2007-01-25 Robert Bosch Gmbh Lenksystem für Kraftfahrzeuge mit gleitender Nulllage
DE102005052034A1 (de) * 2005-10-31 2007-05-03 Robert Bosch Gmbh LKS-System mit modifizierter Regelcharakteristik bei Kurvenfahrt

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