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
  • 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
• • 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
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking 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
  • 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

Definitions

• the invention relates to a method and a device for assisting the returning of a vehicle after leaving a road, which are particularly suitable for a driver assistance system.
• a step may sometimes be formed by erosion over time.
• the vehicle When a vehicle with the wheels of a vehicle side hits the banquet in such places, the vehicle often becomes unstable when returning to the road, since many drivers try to steer the vehicle onto the road with a large steering angle, and the vehicle abruptly follows the steering angle as soon as it is back on the road, or the tire has been damaged by an edge formed by the step and has lost its air.
• lane keeping assistants there are systems that are intended to prevent unintentional leaving a driving lane of a roadway, so-called lane keeping assistants. However, these systems can usually be overruled by the driver, e.g.
• the speed of the vehicle could be significantly reduced before the vehicle is steered back onto the roadway or the vehicle could return to the roadway at one point be steered, at which a difference between the road surface area and the road is as low as possible, for example, a difference in height between the edge area and the road is significantly lower or the edge area is much narrower than at other locations.
• vehicles have increasingly used driver assistance systems with environmental sensors, such as cameras or imaging radars, with which the space in front of the vehicle can be monitored and the road can be searched for marks and measured with regard to its contour.
• An underlying idea of the invention is now to evaluate the data generated by such environment sensors in order to generate a feedback signal for assisting the return of the vehicle to the roadway.
• the feedback signal may then serve, for example, as purely passive assistance to assist a driver in returning or be further processed to generate signals for controlling a partially autonomous or even autonomous feedback by means of a corresponding system, thereby actively assisting the feedback.
• a transition between the roadway and an edge area of the roadway is determined based on the data from environment sensors. It then assesses how this transition affects the return of the vehicle to the roadway.
• An embodiment of the invention now relates to a method for assisting the returning of a vehicle after leaving a lane, comprising the following steps:
• the evaluation of the received data for recognizing a transition between the roadway and a roadway edge region may include recognizing a height difference between the roadway edge region and the roadway and / or the width of the roadway edge region, and checking whether the detected transition for Returning the vehicle to the roadway is not critical, the checking may have, whether the detected height difference or the detected width is smaller than a is predetermined threshold.
• Checking whether the detected transition is not critical to returning the vehicle to the roadway may include:
• Influence on the driving stability when driving over is classified as a given maximum influence.
• the feedback signal can or can
• Steering assist signal, a brake application signal and / or an acceleration signal are generated and output.
• the data received by the environmental sensor (s) should include information for recognizing and evaluating a surface contour of the ground in front of the vehicle and the clearance in front of the vehicle.
• the evaluation unit may be further configured to carry out a method according to the invention and as described herein.
• an embodiment of the invention relates to a driver assistance system with a device according to the invention and as described herein.
• the driver assistance system must have a signaling device which signals a generated feedback signal to a driver.
• the driver assistance system may also be designed to generate control signals for the drive control and / or steering of a vehicle depending on the feedback signal in such a way that the drive control or steering system partially or autonomously returns the vehicle to a roadway.
• Fig. 1 is a plan view of a situation in which one with a
• Fig. 2 shows an example of one with an environment sensor used
• FIG. 3 is a flowchart of an embodiment of a
• An algorithm for assisting the returning of a vehicle after leaving the lane implemented in a driver assistance system
• FIG. 4 is a block diagram of an embodiment of a device for assisting the returning of a vehicle after leaving the road according to the invention, which can be used in a driver assistance system.
• Fig. 1 shows a vehicle 10, which is partially strayed from a lane 12 of a country road and drives with the wheels on its right side on a dirt edge region 18 of the road.
• the roadway 12 is separated from the edge region 18 by a transition 16, which may have formed, for example, by erosion and may form a step with different height differences between the paved roadway 12 and the unpaved edge region 18.
• the transition 16 may also have different widths, as indicated in Fig. 1.
• the vehicle 10 is equipped with a camera 14 as an environment sensor for detecting the area in front of the vehicle 10.
• the detection range of the camera 14 is indicated by the dashed reference lines 15.
• a camera other types of environmental sensors may also be used.
• environment sensors are suitable for the purposes of the present invention, especially sensors that provide information
• imaging sensors such as stereo cameras or high-resolution radar or lidar sensors provide such information and are therefore particularly suitable for the present invention.
• the information for the range should be up to about min. 50 m in front of the vehicle with sufficient quality and safety. If the vehicle is to operate autonomously, it is generally advisable to provide redundant information and evaluations.
• the roadway contour is measured or estimated in order to obtain information for returning the vehicle 10 to the roadway 12. Furthermore, the space in front of the vehicle 10 is searched for obstacles such as the vehicle in front 28 or obstacles on the edge region 18 and the transition 16 such as guide post 28 b, which may not hit the vehicle 10 when returning to the lane 10.
• FIG. 2 shows an image of the area in front of the own vehicle 10 captured by the camera 14.
• the rectangles 20, 30 and 32 are obtained by the algorithmic image evaluation according to the invention described below.
• FIG. 3 is a flowchart of an exit lane assist algorithm according to the invention that generates the rectangles 20, 30 and 32 identified in FIG.
• the algorithm is implemented in a driver assistance system as part of the operating software of this system and processes data generated by environmental sensors such as the camera 14 with information about the area detected in front of a vehicle, as shown in FIG. 2.
• the latter receives data from one or more environment sensors, for example from the camera 14 of the vehicle 10 shown in FIG. 1.
• the received data is evaluated by the algorithm with regard to various characteristic features such as the surface contour of the background before Vehicle and contours ahead of vehicle. In the context of this evaluation, different objects are classified on the basis of the characteristic features, as shown in FIG. 2, into roadway 12, roadside edge area 18, vehicle 28 traveling ahead, obstacles in roadway 28b.
• the received data are further evaluated in order to detect a transition 16 between the roadway 12 and the roadway edge region 18, which can be done for example on the basis of typical characteristic features such as step formation, color deviations, surface condition, etc.
• a clearance 20 on the roadway between the own vehicle and the preceding vehicle 28 is detected.
• the free space next to the carriageway in the area, the vehicle is expected to travel.
• a maneuver to prevent a collision should be initiated immediately.
• obstacles on the edge region 18 or the detected transition 16 can be marked in step S14. This mark can then be evaluated in the subsequent test steps as described in order to initiate the required maneuver for collision avoidance.
• the maneuver here may be to delay the vehicle as far as possible and then return to the road at reduced speed, possibly at a suitable transition point, or also due immediately, especially if the distance to the obstacle 28b is low. For all other cases, the procedure continues with the steps described below.
• the transition 16 detected in step S12 is checked for its suitability for returning the vehicle.
• the algorithm can use different evaluation criteria. For example, the height difference between the roadway edge region 18 and the actual roadway 12 and / or the width of the transition 16 can be measured or estimated. For the test, the height difference or the width can now be compared with a threshold, which depends, for example, on the speed (high speed: rather small threshold, low speed: rather larger threshold) and vehicle characteristics (off-road / road vehicle: rather larger / lower Threshold, car / truck, low / high vehicle center of gravity: rather lower / higher threshold).
• a threshold which depends, for example, on the speed (high speed: rather small threshold, low speed: rather larger threshold) and vehicle characteristics (off-road / road vehicle: rather larger / lower Threshold, car / truck, low / high vehicle center of gravity: rather lower / higher threshold).
• the algorithm jumps back to step S10, in which he again receives data from the environment sensors (with "no" designated branch).
• the first signal 22 may output a first transition point 30, which is evaluated as uncritically, and a second transition point 32 of the transition 16, which is rated uncritical.
• the output of locations 30 and 32 may include an estimated or measured position of these locations.
• the clearance 20 recognized in step S14 is checked for suitability for returning the vehicle. First of all, it is checked whether the measured or estimated free space 20 is at all sufficient to return the vehicle to the lane 12 without colliding with the preceding vehicle 28. If the clearance 20 is judged to be sufficient for the feedback, it is evaluated in connection with the junctions 30 and 32 recognized as uncritical in the previous step S16. In this case, it is determined in the situation illustrated in FIG. 2 that the free space 20 is suitable for returning only in connection with the transition point 30, since the transition point 32 is at the level of the preceding vehicle 28 and therefore is not suitable for returning because there is no free space at this point.
• step S18 it is also checked whether obstacles such as the guide post 28b on the edge region 18 or the transition 16 have been marked in the previous step S14. If this is the case, it can be judged whether a collision with a marked obstacle is imminent, in particular it can be estimated when such a collision would threaten at the current speed. If the assessment indicates that, for example, a collision is still threatening before reaching the transition point 30, this can be signaled accordingly in order to initiate a maneuver described above for collision avoidance. As a result, a second signal 24 is generated by step S18 which signals the clearance 20 as sufficient to be returned at the transition point 30, or signals that there are obstacles on the roadway edge or the detected transition.
• step S20 branching is made to the step S20 (branch designated by "Yes") in which a return signal 26 (see FIG. 4) for the transition point 30 or a Feedback signal 26 for a maneuver to avoid an imminent collision with an obstacle located on the roadway edge or the detected transition and is outputted. Subsequently, the algorithm jumps back to step S10, where it again receives data from the environment sensors. If it is determined in step S18 that there is insufficient clearance, the algorithm jumps immediately back to step S10 without branching to step S20 (branch labeled "no").
• step S20 The two steps S16 and S18 can also run in parallel and pass on their result directly to step S20, which then performs the above-described check of the free space 20 with respect to the two transition points 30 and 32 and / or the check for obstacles 28b on the lane.
• Edge region 18 or the detected transition 16 performs and depends on the feedback signal 26 generates.
• FIG. 4 shows a block diagram of a device 34 for assisting the returning of a vehicle after leaving a lane, which may be implemented in software and / or hardware.
• the device may be implemented as a FPGA (Field Programmable Gate Array) that may be programmed to carry out a method of assisting in returning a vehicle after it leaves a lane (as exemplified by the flowchart in FIG. 3).
• the device may also be implemented as a microprocessor or controller, which may be configured by a special program implementing a method as in FIG.
• the device 34 shown in FIG. 4 receives the data 46 from one or more environmental sensors of the vehicle, which are directed forward and detect an area in front of the vehicle, as shown for example in FIGS. 1 and 2.
• the data received should be the data of the camera 14 of FIG. 1 used as environmental sensor.
• the received camera data 46 are first supplied to a lane departure detection unit 44 which performs a special image evaluation on the received camera data 46 to determine whether the vehicle is leaving the lane, has already strayed off the lane and is at least partially on a lane. Edge area moves. If the unit 44 determines that this is the case, it transmits the received camera data 46 to an evaluation unit 36 of the device 34, which performs one or more of the following tasks:
• Plan the best possible maneuver e.g. Braking and driving at low speed over an edge between the edge of the roadway and the roadway or remain to a point on the banquet or roadside edge area where a step between the roadside edge area and the road has a non-critical height and shape ,
• the evaluation unit 36 includes a transition detection and test unit 38, a free space detection and test unit 40, and a return signal generation unit 42.
• the transient detection and test unit 38 implements the steps S1 2 and S1 6 of the process flow shown in FIG. 3 and generates the first signal 38, while the free space detection and test unit 40 essentially executes the steps S14 and S1 8 generates the second signal 24.
• the feedback signal generation unit 42 generates the feedback signal 26 from the supplied signals.
• the feedback signal generation unit 42 can plan the best possible maneuver for returning the vehicle to the roadway and generate the feedback signal in accordance with the task to be performed by the evaluation unit 36 and according to given strategies in that it has corresponding information for a (partially) autonomous intervention in the steering and / or drive control of the vehicle.
• the feedback signal may include information for reducing the speed of the vehicle ahead of the location of the transition point 30 and information for generating steering moments at the location of the transition point 30 that engages the vehicle at the transition point 30 steer autonomously from the lane edge area 1 8 back to the lane 1 2.
• the feedback signal may include information for a one-sided braking intervention on the left side of the vehicle in front of the position of the transition point 30 and for applying a superimposed steering torque at the transition point 30, so that the driver Attention is drawn to the vehicle at the point 30 to the left back to the lane 12 to steer.
• the return signal can also serve merely as a purely passive support signal for the driver, the driver signals when reaching the point 30, acoustically and / or visually and / or haptically that now a suitable position for returning the vehicle to the Roadway 1 2 is reached.
• the present invention enables a driver to assist in returning a vehicle after leaving a lane when the vehicle is traveling at least partially on the lane boundary area.
• the invention evaluates data of one or more environment sensors which detect the area in front of the vehicle and as a result of the evaluation generates a return signal which either signals a suitable location for returning the vehicle to the driver or for controlling a (partially) autonomous Engage in the drive control and / or steering of the vehicle can be used.
• the invention has the advantage that a driver is relieved in a stress situation, the vehicle remains in a stable state and thus accidents or even damage to the vehicle such as tire defects can be prevented.

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• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Physics & Mathematics (AREA)
• General Physics & Mathematics (AREA)
• Automation & Control Theory (AREA)
• Traffic Control Systems (AREA)
• Steering Control In Accordance With Driving Conditions (AREA)
• Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
• Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)

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• 2012
  • 2012-10-01 DE DE102012109310.5A patent/DE102012109310A1/de not_active Withdrawn
• 2013
  • 2013-09-03 JP JP2015533453A patent/JP6460992B2/ja active Active
  • 2013-09-03 US US14/387,958 patent/US9283958B2/en active Active
  • 2013-09-03 EP EP13773592.4A patent/EP2904599B1/de active Active
  • 2013-09-03 DE DE112013004838.8T patent/DE112013004838A5/de not_active Withdrawn
  • 2013-09-03 WO PCT/DE2013/200148 patent/WO2014053127A1/de not_active Ceased

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