WO2013159954A1

WO2013159954A1 - Method for an assistance system of a vehicle

Info

Publication number: WO2013159954A1
Application number: PCT/EP2013/053783
Authority: WO
Inventors: Michael Schoenherr; Frank Suessenbach; Marcus Schneider
Original assignee: Robert Bosch Gmbh
Priority date: 2012-04-26
Filing date: 2013-02-26
Publication date: 2013-10-31
Also published as: DE102012206903A1

Abstract

A method for operating an assistance system of a vehicle (12), wherein a control device (11) of the vehicle (12) detects objects on the basis of sensor signals of at least one sensor (14), wherein distances from detected objects are determined by the control device (11) and/or differentiation is carried out between various types of the detected objects by means of the control device (11), wherein a distance (D2g) of the vehicle (12) from a second lane boundary (Lb2) is estimated in that a difference is formed between an assumed lane width (Wlane) and a vehicle width (Wveh) of the vehicle (12) and a determined distance (D1) of the vehicle (12) from a first lane boundary (Lb1).

Description

Description title

Method for assisting a vehicle

The invention is based on a method for an assistance system of a vehicle, wherein a lateral area of the vehicle is monitored for objects and the driver is warned of a possible collision of the vehicle with an object.

State of the art

To detect objects in the environment of a vehicle, various driver assistance systems are known which detect objects and visually and / or acoustically represent these to a driver. Such systems use, for example, ultrasonic sensors to detect objects in the environment.

From DE 101 61 567 AI a system for assisting the driver of a motor vehicle in tunnel drives or narrowed lanes is known, which warns a driver when he steers his vehicle too close to the lane boundary. For this purpose, the sensors of a parking assistant are used. These can detect lateral obstacles such as concrete walls or vehicles driving there and warn the driver accordingly in case of imminent collision. However, the system further includes a camera that measures the lane and activates the warning system in the event of a detected reduced lane width.

DE 195 07 957 C1 describes a system for scanning the roadway to

Detecting lane boundaries. For this purpose, infrared LEDs are used, which may for example be mounted in the side mirrors of the vehicle. With the help of these LEDs and suitable sensors, both a lane marking and a fixed obstacle, such as a curb, can be detected. be known. If the vehicle threatens to leave the lane, the driver is warned accordingly. The system sets the warning time according to the lane boundary. Should the vehicle only run over a lane marking, the driver is warned later than if the vehicle threatens to collide with the curb.

According to the state of the art, so-called "construction site assistants" have been developed, which independently recognize the construction site situation and the distances to the lateral boundaries.Usually, either additional video sensors and / or radar sensors are used for this purpose.

Disclosure of the invention

Advantages of the invention

The procedure according to the invention with the characterizing features of the independent claims, on the other hand, has the advantage that, to warn a driver of a possible collision with objects in bottlenecks, for example with a construction site guardrail, an estimate of the lane width is carried out on the basis of distance sensors already present in the vehicle. For example, a distance between the vehicle and the first roadway boundary is determined by sensors.

Based on an assumed lane width, the control unit estimates an approximate distance between the vehicle and the second lane boundary.

The estimated distance to the second lane boundary is advantageously calculated from a difference between the assumed lane width, the vehicle width of the vehicle, and the measured distance of the vehicle to the first lane boundary.

Based on the distances between the vehicle and the measured first roadway boundary or the distance of the estimated second roadway boundary to the vehicle, the driver is warned of possible critical driving situations. Further advantageous embodiments of the present invention are the subject of the dependent claims.

On highways in the area of construction sites lanes are narrowed from about 275 centimeters to about 200 centimeters on the left lane and about 250 centimeters on the right lane. Therefore, drivers of vehicles on the left lane must pay particular attention to lane delineations, since on a first vehicle longitudinal side a possible risk of a collision with the lane boundary or on a second vehicle longitudinal side a possible collision, for example, with other vehicles.

The assumed lane width is adjusted depending on the dimensions of a lane used by the vehicle, thereby the distance from the vehicle to the second lane boundary is estimated much more accurately, thereby advantageously reducing a number of false warnings, such as timely too early warnings, too late in time Warnings and / or unnecessary warnings. The used lane of the vehicle can be detected by sensors such as ultrasonic, radar and / or photosensitive sensors.

The adaptation of the assumed lane width is made directly by taking into account a current measured distance of the vehicle to the first lane boundary. Advantageously, the adaptation may also be delayed in time, for example delayed by three seconds, by using an average of last measuring points, for example an average over the last ten measuring points is formed. By taking into account an initially assumed lane width in combination with the current assumed lane width, short deviations, for example lobes in the first lane boundary, can advantageously be mathematically compensated, as a result of which false warnings are reduced.

In order to reduce a number of false warnings to the driver of the vehicle, an adaptation of the assumed lane width is advantageously carried out only if a steering wheel angle of the vehicle is less than or equal to 45 °, since at low steering angles a roughly steady course of the lane boundary, for example without major deviations of the lane width, can be assumed. Furthermore, an adaptation is only performed if objects are detected approximately simultaneously on both vehicle longitudinal sides. For example, the vehicle travels on the left lane, with the first lane boundary being a construction site guardrail and the second lane boundary being a second vehicle traveling in parallel. In this way, advantageously, the assumed lane width can be adjusted substantially continuously and the estimated distance to the second lane boundary can be estimated more accurately.

By optical, acoustic and / or haptic means, the driver of the vehicle is warned depending on the measured distance to the first lane boundary and the estimated distance to the second lane boundary. Advantageously, a multi-level warning can be done, for example, first optically by LEDs, and if the distance is further reduced by briefly pressing the brake.

Advantageously, the estimate of the distance of the vehicle to the second lane boundary may be used to control the engine torque of the vehicle, for example to adjust a speed of the vehicle and / or initiate a steering operation, thereby advantageously reducing the risk of a possible collision of the vehicle.

The estimation of the distance of the vehicle to the second lane boundary is made only if the driver has activated the Assi Stenzsystem. The estimation of the distance of the vehicle to the second lane boundary may advantageously be carried out automatically in dependence on a speed of the vehicle, for example below a speed limit, which usually applies to construction sites.

Advantageously, an estimate of the distance of the vehicle to the second lane boundary will be automatically performed by comparing a current position of the vehicle with positions of construction sites, for example For example, the positions of construction sites are determined from traffic information. By means of a further assistance system, for example traffic sign recognition, an estimate can be made automatically if, for example, a construction site sign and / or a road constriction sign are detected, wherein an initial value for the assumed traffic lane width can be determined by this assistance system. By automatically estimating the distance of the vehicle to the second lane boundary, the driver of the vehicle is not distracted from the traffic.

As existing sensors usually ultrasonic sensors are used, but it can also be used in other embodiments, for example, radar sensors and / or photosensitive sensors.

Brief description of the figures

Embodiments of the invention are illustrated in the drawings and explained in more detail in the following description.

It shows:

Figure 1 is a schematic representation of the method according to the invention with reference to a driving situation with a vehicle and two lane boundaries according to a first embodiment; Figure 2 is a schematic representation of the method according to the invention with reference to a driving situation with two vehicles according to a second embodiment; and

FIG. 3 shows, by way of example, different optical warning scenarios as a function of a vehicle position relative to a first lane boundary and a second lane boundary.

Detailed description of the embodiments Like reference numerals denote like objects throughout the figures.

Figure 1 discloses in a plan view of the schematic representation of the method according to the invention on the basis of the driving situation with a vehicle 12, a first road boundary Fbl, a second road boundary Fb2. The roadway boundaries Fbl, Fb2 form a traffic lane for the vehicle 12.

The vehicle 12 comprises at least one control unit 11 and at least one sensor 14 (1) to 14 (4). Further sensors may be provided, advantageously the sensors 14 (1) to 14 (4) are ultrasonic sensors. The vehicle 12 has an approximate vehicle width BFzg, for example, of 170 centimeters. With the help of the at least one sensor 14 (1) to 14 (4) objects in the environment of the vehicle 12 can be detected. For this purpose, signals are transmitted and received by at least one sensor 14 (1) to 14 (4), and distances to detected objects are calculated from the signal propagation times of the reflected signals. In FIG. 1, the first road boundary Fbl, for example a construction site guardrail, is detected at a distance D1 to the vehicle 12 by at least one sensor 14 (1), 14 (4). Based on an assumed lane width BSpur of, for example, 200 centimeters, the control unit estimates an approximate distance D2g between the vehicle 12 and the second lane boundary Fb2. The estimated distance D2g is calculated from a difference of the assumed lane width BSpur, the vehicle width BFzg of the vehicle 12 and the distance Dl of the vehicle 12 to the first lane boundary Fbl.

B2ff = BSpur - BFxff - Dl

Depending on the type of objects detected and / or by means of at least one further sensor 14 (FIG. 5), a lane used by the vehicle 12 is determined. The used traffic lane can be recognized, for example, on the basis of the frequency of detection of objects, for example if objects are detected approximately continuously on a first vehicle longitudinal side of the vehicle 12, the lane used by the vehicle 12 can be closed with a high probability. Examples of approximately continuous objects are construction site barriers, and / or objects with an approximately equal distance from each other which are arranged along the lane. If the road boundary Fbl is formed, for example, from bollards, which are arranged approximately along the lane, then this road boundary Fbl with a high probability is not continuous and consecutively determined distances Dl between the vehicle 12 and the road boundary Fbl can have large differences. Therefore, a distance Dl between the vehicle 12 and the road boundary Fbl is calculated as a function of at least the last distance Dl 'and / or a steering wheel angle Lw of the vehicle (12) and / or a vehicle speed VFzg.

31 _f (Bi ^r , lw, ¥ F ff)

If an object is first detected by the rear sensor and then by the front sensor, then it is highly likely to be an overreaching vehicle and the vehicle 12 uses a lane that is not adjacent to the vehicle

Lane boundary Fbl adjacent.

If the vehicle 12 includes other sensors, such as radar sensors and / or photosensitive sensors, the track used by the vehicle 12 may be determined from these sensors, such as by imaging techniques.

The assumed lane width BSpur is adjusted depending on the lane used by the vehicle 12, for example, for left-hand traffic 200 centimeters for a left lane and 250 centimeters for a right lane are assumed. These values depend on current regulations in individual countries. Therefore, initial values for the assumed lane width BSpur can be adapted individually, for example the current position of the vehicle is determined via GPS and stored country-specific values for the initial value are used and / or radio links (WLAN, UMTS, LTE, etc.) are used

Determination of the initial value used. In a further advantageous embodiment, traffic signs are evaluated by a further assistance system and, if recognized construction site signs, a lane width determined therefrom is used as the initial value. In the case of single-lane roadways, for example with construction site guide rails arranged on both sides, distances between the vehicle 12 to the first roadway boundary Fbl and to the second roadway boundary Fb2 are measured. Alternatively, an estimation of a distance between the vehicle 12 and the second lane boundary Fb2 may be made analogously to the above method.

Figure 2 discloses in a plan view of the schematic representation of the inventive method in a second embodiment based on a driving situation with the vehicle 12 and another vehicle 30. In Figure 2, the first road boundary Fbl, for example, a continuous Baustellenleitplanke or bollard with an approximately same Distance along the lane, at a distance Dl of the vehicle 12 detected by the sensor 14 (1). By further sensor 14 (FIG. 2), further vehicle 30 is detected at a distance D2 to vehicle 12. Based on the two distances Dl and D2, the assumed lane width BSpur is adjusted. In this case, a new assumed lane width BSpur, new is calculated from a sum of the measured distances Dl, D2 and the vehicle width BFzg.

Advantageously, the new assumed lane width BSpur, New is calculated from a sum of approximately 0.8 times the originally assumed lane width BSpur and approximately 0.2 times the sum of the measured distances Dl, D2 and the vehicle width BFzg. Due to the changed assumed lane width BSpur, new, a new estimated distance D2g of the vehicle 12 to the second lane boundary Fb2 is calculated. nSpur.mat - 0.Π * Mtntr + 0.7. *. {[) 1 »2 + ΠΡ ^χ $)

32 ff = BSpur. na - EFzg - Ol

In a further advantageous embodiment, the adaptation of the assumed lane width BSpur is made only if the steering wheel angle of the vehicle 12 is less than or equal to 45 ° and / or if approximately at the same time 12 objects can be detected on both vehicle longitudinal sides, since by low steering angles of the vehicle 12, an approximately continuous course of the lane boundaries Fbl, Fb2, for example, without major deviations of the lane width, can be assumed.

Advantageously, a driver of the vehicle 12 by optical, acoustic, haptic means and / or a mixture of these depending on the measured distance Dl and / or estimated distance D2g to the first lane boundary Fbl and second lane boundary Fb2 to the distances Dl, D2g of Vehicle 12 pointed to the detected objects. For example, if a threshold value is undershot, a warning is issued to the driver by silently switching a multimedia device of the vehicle 12 and / or the brake of the vehicle 12 is automatically actuated and / or the distances D1, D2g are visualized by driving at least one LED. The estimation of the distance D2g of the vehicle 12 to the second lane boundary Fb2 is advantageously used for controlling an engine torque of the vehicle 12 to adjust the speed of the vehicle 12 and / or to initiate a steering operation, for example by steering against the direction of the lane boundary Fbl increases the distance Dl between the vehicle 12 and the road boundary Fbl, whereby the risk of a possible collision is reduced.

Advantageously, a frequency of the measured distances Dl, D2 is adjusted as a function of a current speed of the vehicle 12. For example, at a speed of 80 km / h or 60 km / h of the vehicle 12, the distances Dl and D2 are measured every 50 ms or every 60 ms and the new estimated distance D2g of the vehicle 12 is calculated for the second roadway limit Fb2.

In a further advantageous embodiment, the estimation of the distance D2g of the vehicle 12 to the second lane boundary Fb2 is performed only when the driver of the vehicle 12 activates the assistance system, for example by pressing a switch and / or activation by means of other means. As a further condition, it may be considered that a speed of the vehicle 12 is below a predefinable threshold value, for example 90 km / h, and / or the measured distance Dl between the vehicle 12 and the first road boundary Fbl remains constant for a period of time, for example the period of 10 s is in the range of less than or equal to one meter.

Another possible condition is a match by a comparison of a current position of the vehicle 12, for example, determined via a GPS signal, with traffic information with positions of construction sites, for example via radio (U KW, WLAN, UMTS, LTE, etc.) transmitted traffic information the construction sites.

An estimation may also be made as a function of another by a further assistance system of the vehicle 12 for traffic sign recognition, for example, when a construction site sign and / or a Fahrbahnverengungsschild be detected. In addition, an initial value for the assumed lane width can be determined by this assistance system.

FIG. 3 shows, by way of example, different optical warning scenarios as a function of a vehicle position relative to a first lane boundary Fbl and a second lane boundary Fb2, wherein the distances between the vehicle 12 and the detected objects are visualized by the visual information to the driver of the vehicle 12. FIG. 3 shows light units 20, for example ten light elements LI to L10 arranged in series, for example LEDs. These light elements LI to L10 can advantageously shine in different colors or are composed of individual different color elements. For example, the light elements in the colors red 20r or yellow 20g.

FIG. 3 shows, by way of example, the activation of the light-emitting elements LI to L10 by the control unit 11 for six examples S1 to S6 for different driving positions. NEN of the vehicle 12 between the two lane boundaries Fbl and Fb2, which form the lane.

Example S1 shows the vehicle 12 in a driving position approximately in the center of the lane. The method for determining the estimated distance D2g is activated.

For example, the measured distance Dl and the estimated distance D2g are greater than a first presettable threshold for a distance at which a warning is given to the driver of the vehicle 12. For the driver, the two outer light elements LI and L10 are turned on yellow to signal that the traffic lane is narrowed, but there is sufficient space between the two vehicle longitudinal sides and the roadway boundaries Fbl, Fb2.

In example S2, the driving position of the vehicle 12 is significantly offset from the lane center in the direction of the first road boundary Fbl. Although the distance is still sufficient, for example between the first and a second predefinable threshold value, a critical driving situation could arise in a further reduction of the distance between the vehicle 12 and the road boundary Fbl. To the driver pointed out the light elements LI and L2 shine in yellow, and L3 in red.

If the distance between the vehicle 12 and the road boundary Fbl continues to decrease, for example, the distance becomes smaller than a third threshold value, as shown in example S3, then the lighting elements LI to L4 light up red, the more critical a driving situation is, the more lighting elements LI to L10 light up and / or the more light elements LI to L10 light up red. Furthermore, an additional acoustic and / or haptic indication may advantageously be provided. By the selected representation that the light elements LI to L4 light up, the driver can recognize that it is a non-drivable lane boundary.

In example S4, a situation is illustrated in which the vehicle 12 travels slightly offset in the direction of the assumed road boundary Fb2 compared to the lane center. This is signaled to the driver by the additional lighting of the light element L9 in addition to LI and L10. Advantageously, in a driving position of the vehicle 12 which is offset from the lane center in the direction of the first lane boundary Fbl is warned earlier than at a driving position of the vehicle 12 is offset in the direction of the second lane boundary Fb2. This is to prevent a possible collision in time by the driver by the early warning sufficient time to correct the driving position is provided.

In example S5, the vehicle 12 drives directly along the assumed roadway boundary Fb2, for example a median strip. This is signaled to the driver by the fact that the lighting elements L8 and L9 are lit in yellow and L7 in red. The selected representation that the light-emitting element L10 is not lit, the driver can recognize that it is a drive-over lane boundary.

If the vehicle 12 passes over the assumed lane boundary Fb2, for example the median strip, as shown in example S6, then those luminous elements are switched on which correspond to an approximate position of the lane boundary Fb2 to the vehicle width BFzg, for example the luminous elements L6 to L8 in example S6.

Claims

claims

A method for operating an assistance system of a vehicle, wherein a control device of the vehicle detects objects by means of sensor signals of at least one sensor, wherein distances to detected objects are determined by the control device and or a distinction between different types of the detected object by the control unit (11) is performed, characterized in that an estimate of a distance (D2g) of the vehicle (12) to a second lane boundary (Fb2) is effected by a difference between a assumed lane width (BSpur) and a vehicle width (BFzg) of the vehicle (12) and a determined distance (Dl) of the vehicle (12) to a first lane boundary (Fbl) is formed.

2. The method according to claim 1, characterized in that in dependence on a measured by the at least one sensor (14) left distance (DI) and / or from a measured by the at least one sensor (14) measured right distance (Dr) and / or the type of detected objects and / or by means of at least one further sensor, a lane used by the vehicle (12) is determined and a value of the assumed lane width (BSpur) is adjusted depending on the determined lane.

3. The method according to claim 2, characterized in that the adaptation of the assumed lane width (BSpur) takes place in such a way that the adjusted lane width (BSpur, neu) is made up of a sum of substantially 0.8 times the originally assumed lane width (BSpur). and the substantially 0.2 times the sum of the measured left distance (DI), the measured right distance (Dr) and the vehicle width (BFzg) is formed.

4. The method according to any one of the preceding claims, characterized in that the adjustment of the assumed lane width (BSpur) is executed only if the steering wheel angle of the vehicle (12) is less than or equal to 45 ° and / or if at the same time on both vehicle longitudinal sides ( 12) objects are detected.

5. The method according to any one of the preceding claims, characterized in that a driver of the vehicle (12) by optical (20), acoustic and / or haptic means in dependence on the measured and / or estimated distance to the first lane boundary (Fbl) or second lane boundary (Fb2) is pointed to the distances of the vehicle to the detected objects.

A method according to any one of the preceding claims, characterized in that the estimation of the distance (D2g) of the vehicle (12) to the second lane boundary (Fb2) for controlling engine torque of the vehicle (12) is used to estimate the speed of the vehicle (12) adapt and / or initiate a steering operation.

7. The method according to any one of the preceding claims, characterized in that the estimate of the distance of the vehicle (12) to the second lane boundary (Fb2) is only performed when the driver of the vehicle (12) activates the assistance system and / or if a Condition is fulfilled in dependence of a speed of the vehicle (12) and / or the distances of the detected objects and / or if a condition is fulfilled in dependence of a position of the vehicle (12) taking into account traffic advice and / or if another assistance system detects a specific traffic situation for the vehicle (12).

8. The method according to claim 7, characterized in that the further assistance system recognizes traffic signs and optionally an initial value for the assumed lane width (BSpur) is determined by the further assistance system.

9. Assi Stenzsystem of a vehicle (12), wherein a control unit (11) of the vehicle (12) based on sensor signals at least one sensor (14) detects objects, wherein distances to detected objects by the control unit (11) are determined and / or a Distinction between different types of the detected object is performed by the control unit (11), characterized in that an estimate of a distance (D2g) of the vehicle (12) to a second lane boundary (Fb2) is made by taking a difference between an assumed lane width ( BSpur) and a vehicle width (BFzg) of the vehicle (12) and a determined distance (Dl) of the vehicle (12) to a first lane boundary (Fbl) is formed.

10. Assistance system according to claim 9, characterized in that by means of at least one further sensor by the vehicle (12) used lane is determined, wherein the sensor is an ultrasonic sensor, a radar sensor and / or a photosensitive sensor.

11. Use of a method according to one of the preceding claims 1 to 8 for an assistance system of a vehicle (12) for the detection of construction sites and / or road constrictions.

12. Computer program, suitable for carrying out all the steps of a method according to one of claims 1 to 8.

13. Control unit with an electronic data carrier on which the computer program according to claim 12 is stored.