WO2016142030A1 - Procédé et dispositif pour faire fonctionner un véhicule - Google Patents

Procédé et dispositif pour faire fonctionner un véhicule Download PDF

Info

Publication number
WO2016142030A1
WO2016142030A1 PCT/EP2016/000242 EP2016000242W WO2016142030A1 WO 2016142030 A1 WO2016142030 A1 WO 2016142030A1 EP 2016000242 W EP2016000242 W EP 2016000242W WO 2016142030 A1 WO2016142030 A1 WO 2016142030A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
emergency
control unit
trajectory
automated
Prior art date
Application number
PCT/EP2016/000242
Other languages
German (de)
English (en)
Inventor
Dieter Ammon
Peter Boesch
Jens Desens
Christoph Däsch
Jochen Koepernik
Jochen Rauh
Michael Smuda Von Trzebiatowski
Alex WUETHERICH
Original Assignee
Daimler Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler Ag filed Critical Daimler Ag
Publication of WO2016142030A1 publication Critical patent/WO2016142030A1/fr

Links

Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
    • G05D1/0214—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory in accordance with safety or protection criteria, e.g. avoiding hazardous areas
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K35/00—Instruments specially adapted for vehicles; Arrangement of instruments in or on vehicles
    • B60K35/20—Output arrangements, i.e. from vehicle to user, associated with vehicle functions or specially adapted therefor
    • B60K35/28—Output arrangements, i.e. from vehicle to user, associated with vehicle functions or specially adapted therefor characterised by the type of the output information, e.g. video entertainment or vehicle dynamics information; characterised by the purpose of the output information, e.g. for attracting the attention of the driver
    • 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
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/023—Avoiding failures by using redundant parts
    • 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
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/029—Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
    • 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
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/001—Planning or execution of driving tasks
    • B60W60/0015—Planning or execution of driving tasks specially adapted for safety
    • B60W60/0018—Planning or execution of driving tasks specially adapted for safety by employing degraded modes, e.g. reducing speed, in response to suboptimal conditions
    • B60W60/00186—Planning or execution of driving tasks specially adapted for safety by employing degraded modes, e.g. reducing speed, in response to suboptimal conditions related to the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K2360/00—Indexing scheme associated with groups B60K35/00 or B60K37/00 relating to details of instruments or dashboards
    • B60K2360/16—Type of output information
    • B60K2360/175—Autonomous driving
    • 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
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/029—Adapting to failures or work around with other constraints, e.g. circumvention by avoiding use of failed parts
    • B60W2050/0297—Control Giving priority to different actuators or systems

Definitions

  • the invention relates to a method for operating a vehicle according to the
  • a method for determining a lane for steering regulation of an automatically controlled vehicle is known from the prior art.
  • a lane with a first system based on detected environmental data is determined and another
  • Lane is determined by a second system. Starting from a current position, the second lane is determinable independently of the first lane on the basis of a digital map and data obtained by odometry. Process data for determining the lanes calculated by the first and second systems are continuously compared with one another, and if one of the two systems fails, the lane is determined solely on the basis of the remaining and functional system.
  • the invention is based on the object to provide a comparison with the prior art improved method for operating a vehicle and an apparatus for performing the method.
  • the object is achieved by a method for operating a vehicle having the features of claim 1 and an apparatus for performing the method with the features of claim 8.
  • an emergency fall trajectory is continuously determined and stored during a normal function of the automated driving operation, wherein the
  • Emergency Fall trajectory is a trajectory that is to be based on the occurrence of at least one predetermined error event of an automated trajectory control of the vehicle.
  • an emergency mode of operation is initiated in which the automated trajectory control of the vehicle is initiated and according to the last emergency trajectory stored prior to the occurrence of the at least one predetermined error event for a predetermined period of time and / or to a standstill of the vehicle is performed, if no vehicle management takeover by a driver of the vehicle.
  • the emergency mode of operation is advantageously terminated prematurely if a vehicle management takeover by the driver of the vehicle.
  • an automated trajectory control is here to be understood a control and / or regulation of a longitudinal and transverse movement of the vehicle, by which the vehicle automatically, i. without the assistance of the vehicle driver, along a desired trajectory, in the present case along the emergency rolling trajectory, is performed.
  • the emergency rolling trajectory thereby predefines a desired position desired course, which represents a series of positional points of a location coordinate system, which are to be traversed when the vehicle is traveling in the emergency operating mode, and advantageously additionally specifies with which dynamics this should be done.
  • the dynamics are advantageously set in such a way that the vehicle is delayed in its further travel in the emergency operating mode.
  • the position desired course to be achieved and a position to be achieved along the position target course are preferably determined
  • Speed set profile determined.
  • the dynamic range to be achieved in the emergency operating mode of the vehicle is thus specified as a speed setpoint profile, wherein the deceleration with which the vehicle is to be delayed in the emergency operating mode is specified via the speed setpoint profile.
  • Trajektorienregelung according to the default by the emergency trajectory safe and accurate guidance of the vehicle and a safe braking of the vehicle in Achieved cases in which an automated driving operation due to the occurrence of at least one error event can not be continued.
  • Driving control unit for example, one provided for this purpose
  • control and / or regulating units and / or actuators for example, other control and / or regulating units and / or actuators.
  • the emergency operating mode is activated according to the invention upon detection of the occurrence of at least one of these predetermined fault events, and the trajectory control to be carried out in the emergency operating mode is initiated.
  • the at least one error event is preferably detected as having occurred if it has been continuously present after a predetermined error tolerance time has elapsed. In this way, an unnecessary abort of the normal function of the automated driving and thus an unnecessary change in the
  • the emergency trajectory last determined and stored before the occurrence of the at least one predetermined error event and thus before the beginning of the error tolerance time is used. In this way, it is ensured that emergency target trajectories, which were determined and stored within the fault tolerance time when the error event already existed, and which therefore could be faulty, are not used for the emergency operating mode. This will ensure a safe guidance of the vehicle
  • the solution according to the invention makes it possible to bring the vehicle into a safe state upon the occurrence of a predetermined fault event and is cost-effective and takes up little space in the vehicle, as otherwise redundant design of the driving control unit and redundant connection of the environmental sensor system may be dispensed with.
  • the predetermined period of time during which the trajectory control is to be carried out is expediently set so long that the driver has sufficient time to react and to be able to take control of the vehicle. If he does not do so, it is his responsibility. However, it is expedient in this case also ensured that the vehicle is safely brought to a standstill.
  • the position of the vehicle is preferably determined by dead reckoning, i. H. without consideration of
  • Sensor signals of an inertial sensor and wheel speed sensor is performed.
  • This sensor is in vehicles that are equipped with a vehicle dynamics control, usually "Fail Operational” executed, ie the sensor signals of this sensor are also available in case of error, so that a position determination of the vehicle is possible even in case of failure.
  • environment information in particular optically recorded environment information
  • a correction of the sensor signals of the inertial sensor system and wheel speed sensor system based on this environment information is advantageously undertaken.
  • any signal drifts or calibration errors of the sensor signals can be compensated.
  • an audible and / or visual and / or haptic warning message is generated.
  • a warning message is expediently in particular as a
  • such a warning message for example, be designed as a warning to an external environment of the vehicle.
  • the vehicle pick-up by the driver is determined, for example, by a haptic and / or acoustic input of the driver,
  • Steering wheel operation and / or a pedal operation for example, an accelerator pedal, brake pedal and / or clutch pedal operation.
  • the trajectory control unit is advantageously part of a control unit of the vehicle provided outside the driving control unit.
  • This control unit which is provided outside the driving control unit, may be, for example, a brake control unit which is usually present in the vehicle and adapted to carry out a vehicle dynamics control, so that this solution does not involve an additional cost, assembly and integration effort, or a higher space requirement or weight of the vehicle connected is.
  • the integration of the Trajektorienregelungsritt in the brake control unit is also advantageous because the brake control unit and the inertia sensors and wheel speed required by the brake control unit to perform its tasks and the required for performing braking actions actuators are anyway designed such that they have a very high reliability. For one
  • Driving control unit provided by a control unit
  • Navigation control device for locating the vehicle or another
  • Driving control unit conceivable.
  • the trajectory control unit is provided redundantly in such a case in the driving control unit and / or is fed from a redundant running electrical system, so that a high
  • trajectory control unit will still be able to do it in the
  • FIG. 1 schematically shows a sequence of a method for operating a vehicle in an automated driving operation
  • Fig. 3 shows schematically a speed desired profile along the determined
  • Fig. 5 schematically simplifies a device for carrying out the
  • Fig. 6 shows schematically an interaction of components of the device for
  • FIG. 5 Device 2 for carrying out the method is shown in FIG. 5, for reasons of clarity, greatly simplified.
  • At least one camera includes, for example, as
  • Monocamera or stereo camera is formed, and / or at least one
  • the environmental sensor system comprises a combination of all or at least several of the aforementioned units.
  • Driving operation responsible driving control unit 3 which controls the longitudinal and transverse movement LQ of the vehicle 1 other components of the vehicle 1 and / or regulates, in particular a steering device 4, a brake device 5 and a drive train of the vehicle. 1
  • This control and / or regulation of the other components takes place either directly or through a communication with control and / or regulating units of these other components, which then perform a corresponding control and / or regulation of the respective component.
  • Such an error event FE is, for example, a failure of the environmental sensor system required for automated driving and / or a failure of the driving control unit 3 required for automated driving, which is expediently designed as a control unit of the vehicle 1 provided for this purpose, and / or a failure of at least one vehicle electrical system of the vehicle 1 and / or a failure of a communication between the
  • an emergency taxi trajectory NT is determined and stored, which the vehicle 1 upon entry of at least one predetermined error event FE for a predetermined period of time t and / or up to a
  • the emergency mode NM is activated, in which an automated, i. Driver independent trajectory control of the vehicle 1 is performed by means of a Trajektorienregelungsaku.
  • the trajectory control is carried out by a control and / or regulation of the longitudinal and
  • Emergency trajectory NT is automatically moved and thereby delayed.
  • the trajectory control is performed for the predetermined time period t and / or until the standstill S of the vehicle 1.
  • the trajectory control is performed if and as long as no vehicle management takeover FF is performed by the vehicle driver, who then moves and controls the vehicle 1 in a vehicle driver's operation FFB, that is, if the driver 1 fails. H. operated manually, in particular the steering device 4, the
  • the predetermined time t is expediently a driver acceptance time.
  • the predetermined period of time t is expediently set so long that the vehicle driver has sufficient time to react and to be able to take control of the vehicle 1. If he does not do so, it is his responsibility.
  • Vehicle 1 and thus a hazard to vehicle occupants and others
  • Vehicle guide FF takes place by the driver, and it is also ensured in this case that the vehicle 1 is brought to a safe stop S. Since this area of the emergency target trajectory NT, which is traveled after expiration of the predetermined time t, was in the determination of the emergency taxi trajectory NT at a further distance from the vehicle 1 as initial areas of the emergency taxi trajectory NT, and since the vehicle 1 on reaching this last range of
  • the predetermined period of time t is expediently shorter than one
  • Emergency mode NM is in contrast to a fault event FE before, so that the functionality of one or more components of the device 2, for example, the Um chargeds donatedssensor and / or the
  • the vehicle guide transfer FF by the vehicle driver is determined, for example, by a haptic and / or acoustic input of the vehicle driver, for example by a switch operation or by a, in particular significant, driving intervention by the driver, for example by a
  • Steering wheel operation and / or a pedal operation for example, an accelerator pedal, brake pedal and / or clutch pedal operation.
  • a current position of the vehicle 1 is determined by dead reckoning KN, d. H. without consideration and use of environmental sensors and thus without taking into account changes in the environmental situation.
  • the execution of the emergency operating mode NM is ensured even when one of the abovementioned fault events FE occurs, in particular in the event of a failure of the environmental sensor system or the driving control unit 3, and the vehicle 1 is thus guided safely along the emergency rolling trajectory NT in this emergency operating mode NM, even if the Ambient sensor fails or due to a failure of the driving control unit 3 can not be evaluated.
  • the dead reckoning KN is made possible by a synthesis of odometry and state information of the vehicle 1 provided by an inertial sensor system, i. H.
  • an inertial sensor system i. H.
  • the inertial sensor system of the vehicle in particular a yaw rate and acceleration sensor system required by the brake system of the vehicle 1 for carrying out a vehicle dynamics control, as well as a wheel speed sensor system are used, whereby a high degree of robustness and also a
  • the inertial sensor system preferably comprises acceleration sensors for an x-direction and / or for a y-direction and / or for a z-direction of a vehicle coordinate system and / or yaw rate sensors for rotations of the vehicle 1 about the x-axis x and / or around the y axis.
  • Axis y and / or about the z-axis of the vehicle coordinate system ie for detecting a roll and / or pitch and / or yaw movement of the vehicle 1.
  • the x-axis x corresponds to a longitudinal axis of the vehicle 1
  • the y-axis y corresponds to a transverse axis of the vehicle 1
  • the z-axis corresponds to a vertical axis of the vehicle 1.
  • Such a vehicle coordinate system is shown in Figure 2, here however, only in two-dimensional form, so that only the x-axis x and the y-axis y are shown.
  • trajectory control to be performed in the emergency operating mode NM is carried out by means of the trajectory control unit.
  • the trajectory control is in
  • control unit 6 which is not responsible for the implementation of the automated driving operation. That is, the
  • Trajektorienregelungsaku is not integrated into the driving operation control unit 3, but in the control unit 6.
  • the respectively determined emergency target trajectory NT is also stored in this control unit 6.
  • it may also be stored in another control unit of the vehicle 1, which is not responsible for carrying out the automated driving operation. In this way, it is ensured that even if the error event FE the failure of the driving control unit 3 or the
  • Emergency mode NM is available and can be driven automatically by the vehicle 1.
  • This control unit 6, in the present example the brake control unit of the vehicle 1, is designed to be "fail operational", ie it continues to operate in the event of an error and thus remains operational even in the event of a fault It is advantageously already present in the vehicle 1 anyway, so that there is no additional cost, assembly and integration outlay, no higher costs
  • trajectory control in the control unit 6 and the storage of the respective Notallsolltrajektorie NT in the control unit 6 is advantageous because in addition to this In the vehicle 1 already existing control unit 6 no further control unit for the emergency mode of operation NM of the inventive method is required.
  • the trajectory control unit and the sensors which are required for the trajectory control, ie for the control and / or regulation of the longitudinal and transverse movement LQ of the vehicle 1, in particular for the control and / or or regulation of the steering device 4 and the brake device 5, are redundant.
  • the redundant design of the environmental sensor system and the driving operation control unit 3 can thus be dispensed with.
  • the emergency target trajectory NT is a position target curve PV, which is shown by way of example in FIG. 2, and a target speed profile GP along the target position profile PV, which is shown by way of example in FIG.
  • the emergency target trajectory NT determines both position points P, which the vehicle 1 should reach on its onward travel, and times at which the vehicle 1 should reach the respective position points P. That is, the emergency target trajectory NT determines both a local course of a path on which the vehicle 1 is to move and the target velocity profile GP to be reached on this wheel.
  • the position target PV is calculated taking into account
  • the position target profile PV is determined such that the vehicle 1 remains in its lane and / or drives past obstacles.
  • the position desired course PV may in particular be defined as a sequence of position points, which are for example spaced approximately five meters apart.
  • a known output lateral deviation ⁇ y and a known output orientation ⁇ of the vehicle 1 relative to the starting point of the emergency target trajectory NT are implicitly contained therein.
  • the position points for example, as points in a related to the vehicle 1
  • the speed setpoint GP is a default to the respective
  • Position points of the position target course PV to be achieved speed The speed profile GP specifies a target deceleration as a deceleration, with which the vehicle 1 is to be braked in emergency mode.
  • Target deceleration is, for example, depending on a respective situation of the vehicle 1, between 3 m / s 2 and 6 m / s 2 .
  • the vehicle 1 is, for example, depending on a respective situation of the vehicle 1, between 3 m / s 2 and 6 m / s 2 .
  • the target deceleration is increased linearly from 3 m / s 2 to 5 m / s 2 .
  • the target deceleration is increased linearly from 3 m / s 2 to 5 m / s 2 .
  • the target deceleration is increased linearly from 3 m / s 2 to 5 m / s 2 at a speed v of the vehicle 1 of, for example, less than or equal to 5 m / s.
  • the target deceleration may, for example, also be higher, for example, the vehicle 1 may be decelerated to the respective traction limit, ie, for example, a full braking is performed, wherein the then achievable maximum deceleration is regulated, for example, by an antilock system of the vehicle 1.
  • the target deceleration results in a stopping distance s of, for example, a maximum of 140 m, depending on an initial speed of the vehicle 1 and the permissible target deceleration.
  • longitudinal errors LF and transverse errors QF of the position command curve PV are entered in the region of the position points P of the position command curve PV.
  • the longitudinal errors LF and transverse errors LQ result, for example, from inaccuracies of an initial position and position determination of the vehicle 1, which is determined by the
  • Driving operation control unit 3 was made before the activation of the normal operation mode NM. These inaccuracies can result, for example, from an initial unknown yaw deviation, from an initially unknown longitudinal error LF and / or from an initially unknown transverse deviation. Position errors caused by dead reckoning KN or by disturbance and control variables during the emergency mode NM are not included in the longitudinal error LF and lateral error QF.
  • Lane FS in particular from the middle of the lane FS.
  • the trajectory control is performed such that the transverse deviation of the vehicle 1 does not exceed a maximum permissible transverse deviation from the predetermined lateral nominal position.
  • a lane width of, for example, 3.50 m and a vehicle width of, for example, 1.90 m the lane FS is 1.60 m wider than the vehicle 1.
  • the maximum permissible transverse deviation is then, for example, half of it, ie0.80 m.
  • FIG. 4 shows a carriageway FB with two lanes FS and a stationary lane SS, with the vehicle 1 driving the right lane FS along the emergency taxi trajectory NT in the emergency operating mode NM.
  • the vehicle 1 has a respective initial speed, which is reduced to zero by the deceleration of the vehicle 1 along the emergency taxi trajectory NT. That is, the vehicle 1 is decelerated to standstill S during the emergency operating mode NM when no driver taking FF occurs.
  • the trajectory hopper TT schematically represents the transverse deviation of the vehicle resulting from transverse errors from the emergency trajectory NT at the respective trajectory point. It indicates a lateral area in which the vehicle 1 will be located with high probability when the emergency taxi trajectory NT is traversed. From the illustration it is clear that the vehicle 1 will not leave its lane FS with high probability during the emergency operating mode NM, so that the other road users VT are not endangered.
  • the unilateral width of the Trajektorietrichters TT at least until the end of the predetermined period of time t, d. H. until the expiration of the driver acceptance time, preferably until standstill S of the vehicle 1 below the predetermined maximum allowable lateral deviation of, for example, 0.80 m, so that the vehicle 1 does not leave its lane FS.
  • the method can be improved if environmental information, in particular optically recorded environment information, also during the emergency mode of operation NM are available. Then, during the emergency mode of operation NM, this information is advantageously used to detect changes in the emergency mode
  • a further improvement is obtained when sensor data of the inertial sensors and wheel speed sensors are corrected.
  • the inertial sensors and wheel speed sensors are usually associated with offset / drift and scale factor errors.
  • an error correction of the sensor signals of the inertial sensor system and wheel speed sensor system is undertaken, in which such errors are detected and corrected on the basis of environmental information.
  • the error correction values are stored in the control unit 6 and used there to correct the sensor signals of inertial sensors and wheel speed sensor.
  • the environmental information used for this correction may be, in particular, optically captured environmental information, such as, e.g. Track history information captured by a camera system, but also localization information captured using, for example, a global navigation satellite system (GPS / GNSS). If those
  • Emergency mode NM generates an audible, and / or visual and / or haptic warning message. Such a warning message is expediently
  • such a warning message for example, as an alert to an external environment of the vehicle 1 may be formed.
  • Error event FE only after expiration of a predetermined error tolerance time in which the error event FE was present uninterrupted, detected. In this way, an unnecessary termination of the normal function NF of the automated driving operation and thus an unnecessary change in the emergency mode NM in a short-term, for example, in the millisecond range, present error event FE is avoided. Is the error event FE over the entire fault tolerance time of, for example, about 200 ms to 500 ms continuously before and even after the expiry of the
  • Emergency mode NM activated.
  • the emergency approach trajectory NT determined and stored before the occurrence of the at least one predetermined error event FE and thus before the beginning of the error tolerance time is then used. In this way, it is ensured that emergency target trajectories NT, which were determined and stored within the fault tolerance time, when the fault event FE already existed, and which could therefore be faulty for the
  • Emergency mode NM should not be used. This allows safe guidance of the vehicle 1 in the emergency mode NM.
  • ten to twenty-five consecutively determined emergency target trajectories NT are stored, in which case, when the maximum number of storable emergency target trajectories NT has been reached, the oldest stored emergency target trajectory NT is determined by the most recent one
  • saving emergency taxi trajectories NT is expediently specified such that after the fault tolerance time has expired, at least one emergency taxi trajectory NT is available in the memory, which was determined and stored before the occurrence of the fault event FE and thus outside the fault tolerance time. Ie. the specification of the number of emergency case trajectories NT to be stored depends on the
  • Error event FE and thus outside the fault tolerance time was determined and stored in order to rule out a faulty position determination, for example by means of the already during the fault tolerance time may not be working correctly.
  • the emergency operating mode NM is activated, for example, in the event of a failure of a primary vehicle electrical system of the vehicle 1. In case of such a failure of the primary
  • Vehicle electrical system of the vehicle 1, the steering device 4 of the vehicle 1 may be degraded, so that it has, for example, only a power of 50% and could fail completely in another error.
  • the device 2 for carrying out the method is expediently designed such that degraded actuators in the highly automated operation of the vehicle 1 after the fault entry at least for the predetermined time t ensure a minimum delay and minimum steering capability, and as a result a minimum stabilization of the vehicle 1.
  • the trajectory control unit provided in the emergency operating mode NM for carrying out the trajectory control and the actuators required for trajectory control are supplied with electrical energy by a secondary electrical system.
  • the emergency operating mode NM is further activated, for example, in the event of a failure of the environmental sensor system required for automated driving and / or a failure of the procedure required for automated driving
  • Vehicle for example, other control and / or regulating units and / or actuators.
  • Steering device 4 of the vehicle continues its full function.
  • the requirements for the braking and steering system of the vehicle 1 then correspond for example to those of a conventional braking and steering system. Errors which do not lead to the activation of the emergency operating mode NM, ie in which the normal function NF is maintained, are, for example, faults outside the driving control unit 3, outside the actuators and outside the vehicle electrical system, for example failures of parts of the environmental sensor system.
  • the requirements for the braking and steering system of the vehicle for example, those of a conventional braking and steering system.
  • the emergency operating mode NM is not activated, for example, in the case of faults in the brake device 5 and / or steering device 4 with resulting degraded brake and / or steering and / or in the event of a failure of the secondary Bornetzes resulting in degraded brake and steering.
  • the device 2 for carrying out the method is expediently designed such that degraded actuators in the highly automated operation of the vehicle 1 ensure at least for the system transfer time a minimum delay and minimum steering ability after the fault entry and, as a result, a minimum stabilization of the vehicle 1.
  • the driving state is preferably additionally determined based on the inertial sensor and the wheel speeds, during the emergency mode NM preferably exclusively.
  • an autonomous braking function must be functional for which it is designed for "fail operational.”
  • the driver must always be able to brake and steer the vehicle 1 and such vehicle operator interventions must be recognized
  • the apparatus 2 shown in FIG. 5, which is designed and arranged for carrying out the method, has, as already described, the
  • control unit 6 designed as a brake control unit with the trajectory control unit integrated therein for carrying out the
  • the device 2 expediently has at least one device 7 for outputting and / or passing on the at least one warning message.
  • This at least one device 7 is, for example, as a man-machine interface, as a brake light of the vehicle 1, as a
  • the at least one warning message is, for example, at a start, during execution and / or generated at a deactivation of the emergency mode NM and / or at standstill S of the vehicle 1.
  • customized warning messages are generated for each of these events.
  • the generation of the at least one warning message or the respective warning message for example, by the control and / or regulating unit 6, which performs the emergency mode NM.
  • the output then takes place via the at least one device 7 or various such
  • the device 2 comprises the sensors 8 required for the dead reckoning KN, in particular the inertial sensors and wheel speed sensors, which are also required for the vehicle dynamics control of the vehicle 1, as well as a
  • Vehicle driver intervention sensor system 9 The sensor 8 transmits wheel speeds, accelerations in the x direction, y direction and z direction as well as rotation rates about the three axes of the vehicle coordinate system as sensor data to the control unit 6. From the driving control unit 3 are during the
  • Position setpoint course PV and the speed setpoint profile GP and correction values for the inertial sensor system are transmitted to the control unit 6. Further, the travel operation control unit 3 sets the emergency operation mode NM
  • the architecture of the device 2 is designed so that the Noltfall desmodus is not activated in a momentary error in the control unit 6. From the vehicle driver intervention sensor system 9 vehicle operator interventions, such as a steering operation and / or brake operation and / or a
  • the control unit 6 transmits target values for the steering angle to the steering device 4 and set values for the deceleration to the brake device 5.
  • the executed in the present case as a brake control unit control unit 6 is coupled, for example, with the secondary electrical system of the vehicle 1.
  • the brake control device is, for example, a so-called secondary brake system, which is provided in addition to a primary brake system as a redundant brake system.
  • Steering device 4 is preferably an additional communication channel available which is independent of the communication between the driving control unit 3 and the actuators, in particular steering actuators.
  • an already existing in the vehicle 1 CAN bus can be used.
  • the emergency operation mode may additionally be performed in the primary brake system of the vehicle 1.
  • the method includes an activation, execution and operation monitoring management, the dead reckoning KN, d. H. the synthesis of odometry and inertial sensors for determining, more precisely for estimating, the actual position data and speed data in relation to the emergency target trajectory NT, the control and / or regulation of the longitudinal and lateral movement LQ of the vehicle 1, in particular the speed and tracking control to the emergency target trajectory NT , which also compensates for actuator blurring and external disturbances, vehicle driver takeover and transfer management by monitoring vehicle operator interventions during the emergency mode of operation NM
  • FIG. 6 the interaction of components of the device 2 for performing the method is shown schematically.
  • a driving state estimation FZS is performed.
  • correction values for the inertial sensor system and wheel speed sensor system flow from a reference data memory RDG.
  • the reference data memory RDG besides the correction values for the inertial sensor system and wheel speed sensor system, the stored emergency target trajectories NT as well as driving state values during the
  • the driving state values include
  • the data of the reference data memory RDG are data of the driving operation control unit 3 and the driving state estimation FZS. From the driving state estimation FZS the Fahrzugstsndsagonist the vehicle 1 are transmitted to the dead reckoning KN. From Referenzz Schemeged7-87 RDG is the Emergency taxi trajectory NT and a start position, which the vehicle 1 will assume after the fault tolerance time on the emergency taxi trajectory NT and which is determined based on the driving state values, transmitted to the dead reckoning node KN.
  • An operation control BS controls the start, the execution and the termination of the
  • Emergency mode NM monitors its operation and generates the at least one warning message, for example, to start and to end the
  • Emergency mode NM It receives an activation signal, for example from the driving control unit 3 or activated in case of failure of the
  • Driving control unit 3 outputs the warning message or warnings, receives driver's interventions, such as steering interventions, a
  • Dead reckoning KN is a longitudinal and transverse deviation to
  • Driving operation control unit 3 previously determined emergency taxi trajectory NT preferably travels to standstill S, wherein the control unit 6, the brake device 5 and the steering device 4 are controlled directly via corresponding interfaces.
  • the relative position to the emergency taxi trajectory NT is determined during the emergency mode NM and the control and / or regulation of the longitudinal and transverse movement LQ of the vehicle 1, in particular a control and / or regulation of the steering device 4 and braking device 5 with the destination carried out not to leave the lane to a stop S.
  • the driver can the
  • Driver assumption FF is communicated via corresponding interfaces, for example by generation and output of one or more warning messages, so that driver information and / or surroundings information can be provided.
  • the trajectory control is implemented in the present embodiment in the control unit 6, that is, the
  • Carrying out the trajectory control required trajectory control unit is part of the control unit 6, wherein the control unit 6 in turn as
  • Brake control unit is executed.
  • the brake control unit is part of the control unit 6, but the trajectory control is implemented in another unit of the vehicle 1, which still have sufficient computing capacity and reliability in the event of an error.
  • the trajectory control can be implemented in a localization control device which is provided for locating the vehicle 1 in a global coordinate system and which is still functional in the event of a failure of the primary on-board network.
  • the brake control device is still part of the control unit 6, but the trajectory control is implemented in the driving control unit 3 responsible for the automated driving operation.
  • the driving operation control unit 3 does not have to have a high degree of reliability with regard to its normal function, namely the execution of the automated driving operation, but it is sufficient if, in cases in which the automated driving operation can not be continued, with respect to a partial function, namely the execution the trajectory control, a high reliability.
  • the driving operation control unit 3 has a primary control subunit and secondary control subunit, wherein the primary control subunit is fed from the primary on-board electrical system and the secondary control unit is powered from the secondary on-board power supply, and both control subunits or at least the primary control subunit for the implementation of Automated driving is responsible and the secondary control unit is responsible for the implementation of the trajectory control and thus responsible for the implementation of the
  • Trajektorienregelung responsible trajectory control unit comprises.
  • the two control subunits are advantageously independent of each other
  • the driving control unit 3 is activated.
  • the driving control unit 3 is thus partially functional in case of failure of the primary electrical system and performs in such an error in emergency mode NM trajectory control by means of the secondary control subunit. It therefore recommends the one required for the trajectory control
  • Trajektorienregelungsaku in the driving operation control unit 3 redundantly provided, namely once as part of the primary rule subunit and once as part of the secondary rule subunit.
  • This solution is advantageous because the trajectory control can then also be performed in cases in which one of the two control subunits has failed or is not functional due to an interruption of the communication with other components of the vehicle 1.
  • the task of trajectory control is transferred in such cases to the functional part of the control unit.

Landscapes

  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Human Computer Interaction (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

L'invention concerne un procédé pour faire fonctionner un véhicule (1) en conduite automatisée. Selon l'invention, pendant un mode normal (NF) de la conduite automatisé du véhicule, on détermine et on mémorise en continu une trajectoire de consigne d'urgence (NT) servant à réguler une trajectoire automatisée du véhicule (1) après l'entrée d'au moins un événement d'erreur prédéterminé (FE) et, lorsque l'on détecte l'entrée de l'au moins un événement d'erreur prédéterminée (FE), on active un mode de fonctionnement d'urgence (NM) dans lequel on engage la régulation de trajectoire automatisée du véhicule (1) et, selon la trajectoire d'urgence (NT) mémorisée avant l'entrée de l'au moins un événement d'erreur prédéterminé (FE), on effectue un guidage pendant une durée prédéterminée (t) et/ou jusqu'à l'arrêt (S) du véhicule (1) si et tant que le conducteur du véhicule (1) ne prend pas en charge le guidage de véhicule (FF).
PCT/EP2016/000242 2015-03-12 2016-02-12 Procédé et dispositif pour faire fonctionner un véhicule WO2016142030A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015003124.4 2015-03-12
DE102015003124.4A DE102015003124A1 (de) 2015-03-12 2015-03-12 Verfahren und Vorrichtung zum Betreiben eines Fahrzeugs

Publications (1)

Publication Number Publication Date
WO2016142030A1 true WO2016142030A1 (fr) 2016-09-15

Family

ID=55361457

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2016/000242 WO2016142030A1 (fr) 2015-03-12 2016-02-12 Procédé et dispositif pour faire fonctionner un véhicule

Country Status (2)

Country Link
DE (1) DE102015003124A1 (fr)
WO (1) WO2016142030A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111108537A (zh) * 2017-09-19 2020-05-05 罗伯特·博世有限公司 用于运行至少两个自动化车辆的方法和设备
CN111683854A (zh) * 2017-11-10 2020-09-18 克诺尔商用车制动系统有限公司 用于机动车的至少部分自主的运行的具有双冗余的系统
CN112469609A (zh) * 2018-07-19 2021-03-09 罗伯特·博世有限公司 用于运行自主车辆的方法和自主车辆
US20220171396A1 (en) * 2020-11-30 2022-06-02 Yandex Self Driving Group Llc Systems and methods for controlling a robotic vehicle
WO2022247415A1 (fr) * 2021-05-24 2022-12-01 长城汽车股份有限公司 Procédé de commande de mise hors tension d'urgence pour commutateur d'allumage à bouton-poussoir, appareil et véhicule

Families Citing this family (33)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016117438A1 (de) * 2016-09-16 2018-03-22 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Verfahren und Vorrichtung zum Steuern einer Bewegung eines Fahrzeugs und Fahrzeugbewegungssteuersystem
EP3363698B1 (fr) * 2017-02-15 2021-05-26 Volvo Car Corporation Dispositif d'arrêt de sécurité et véhicule routier autonome en étant équipé
DE102017010180B3 (de) 2017-10-30 2019-04-04 Daimler Ag Verfahren und Vorrichtung zur Regelung einer Längsposition eines Fahrzeugs
DE102017011808A1 (de) 2017-12-20 2019-06-27 Daimler Ag Verfahren zur Regelung der Bewegung eines Fahrzeugs in einem automatisierten Fahrbetrieb und Vorrichtung zur Durchführung des Verfahrens
DE102018004303B3 (de) * 2018-05-30 2019-11-21 Daimler Ag Verfahren zur Regelung der Bewegung eines Fahrzeugs und Vorrichtung zur Durchführung des Verfahrens
DE102018213206A1 (de) * 2018-08-07 2020-02-13 Robert Bosch Gmbh Verfahren zum zumindest teilautomatisierten Führen eines Kraftfahrzeugs innerhalb einer Infrastruktur
DE102018215695A1 (de) * 2018-09-14 2020-03-19 Denso Corporation Fahrzeugsteuersystem mit vorausschauender Sicherheit und Verfahren zur Fahrzeugsteuerung mit vorausschauender Sicherheit
FR3086073B1 (fr) * 2018-09-19 2020-12-11 Transdev Group Dispositif electronique de determination d'une trajectoire d'arret d'urgence d'un vehicule autonome, vehicule et procede associes
DE102018218723A1 (de) * 2018-10-31 2020-04-30 Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V. Konzept zum durchführen eines nothaltmanövers
US11511762B2 (en) 2018-11-13 2022-11-29 Magna Electronics Inc. Redundancy system and method
DE102019102830A1 (de) * 2019-02-05 2020-08-06 Bayerische Motoren Werke Aktiengesellschaft Notmanöver-Steuerungssystem und Notmanöver-Steuerungsverfahren für ein Fahrzeug
DE102019115330A1 (de) * 2019-06-06 2020-12-10 Valeo Schalter Und Sensoren Gmbh Echtzeit-Sicherheitspfaderzeugung für hochautomatisiertes Fahrzeugrückfallmanöver
TWI710489B (zh) 2019-07-08 2020-11-21 宏碁股份有限公司 車輛及車輛控制方法
CN112298197B (zh) * 2019-07-26 2022-05-31 宏碁股份有限公司 车辆及车辆控制方法
DE102019006122A1 (de) * 2019-08-30 2021-03-04 Daimler Ag Verfahren zum Betrieb eines Fahrzeuges
DE102019125817B4 (de) * 2019-09-25 2023-11-30 AVL Software und Functions GmbH Verfahren zur Planung einer oder mehrerer Trajektorien eines Fahrzeugs und System zum Durchführen des Verfahrens
DE102020200133A1 (de) 2020-01-08 2021-07-08 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren und Vorrichtung zum Betreiben eines automatisierten Fahrzeugs
DE102020203419A1 (de) * 2020-01-15 2021-07-15 Volkswagen Aktiengesellschaft Verfahren und Vorrichtung zum Betreiben eines automatisiert fahrenden Fahrzeugs
DE102020000593A1 (de) 2020-01-30 2021-08-05 Daimler Ag Verfahren zum Betrieb eines Assistenzsystems
WO2021159290A1 (fr) * 2020-02-12 2021-08-19 深圳元戎启行科技有限公司 Procédé et système d'essai de véhicule, et dispositif électronique
DE102020201921A1 (de) 2020-02-17 2021-08-19 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren und Fahrerassistenzsystem zur Regelung der Geschwindigkeit einer Längsbewegung eines Fahrzeugs
US11891075B2 (en) 2020-06-23 2024-02-06 Tusimple, Inc. Redundant hardware and software architecture for autonomous vehicles
DE102020130516A1 (de) * 2020-11-18 2022-05-19 Bayerische Motoren Werke Aktiengesellschaft Verfahren und Fahrerassistenzsystem zum automatischen Überführen eines Fahrzeugs in den Stillstand
DE102020215224A1 (de) 2020-12-02 2022-06-02 Thyssenkrupp Ag Lenksystem eines Kraftfahrzeugs und Verfahren zur Steuerung eines Lenksystems eines Kraftfahrzeugs
DE102020215778A1 (de) 2020-12-14 2022-06-15 Continental Automotive Gmbh Verfahren zur Planung eines zumindest teilweise automatisierten Fahrvorgangs mittels eines Fahrassistenzsystems
DE102021204413A1 (de) 2021-05-03 2022-11-03 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Steuern eines autonomen Fahrbetriebs eines Kraftfahrzeugs
DE102021003069A1 (de) 2021-06-15 2022-12-15 Mercedes-Benz Group AG Verfahren zum Betrieb eines Fahrzeuges in einem automatisierten Fahrbetrieb
DE102021003165A1 (de) 2021-06-18 2022-12-22 Mercedes-Benz Group AG Verfahren zum Betrieb eines Fahrzeuges im automatisierten Fahrbetrieb
DE102021003154A1 (de) 2021-06-18 2022-12-22 Mercedes-Benz Group AG Verfahren zum Betrieb eines für einen automatisierten Fahrbetrieb eingerichteten Fahrzeugs
DE102021003867B3 (de) 2021-07-27 2023-01-12 Mercedes-Benz Group AG Verfahren und Vorrichtung zum Betreiben eines Fahrzeugs in einem automatisierten Fahrbetrieb
DE102021209674A1 (de) * 2021-09-02 2023-03-02 Volkswagen Aktiengesellschaft Verfahren zum automatisierten Fahren eines Kraftfahrzeugs und automatisiert fahrendes Kraftfahrzeug
DE102021211727A1 (de) 2021-10-18 2023-04-20 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren und Steuergerät zur Satelliten-basierten Lokalisierung eines Fahrzeugs in einem Karten-basierten Bezugssystem
DE102023200196A1 (de) 2023-01-12 2024-07-18 Volkswagen Aktiengesellschaft Verfahren zum Betreiben eines Assistenzsystems eines zumindest teilweise assistiert betriebenen Kraftfahrzeugs, Computerprogrammprodukt, computerlesbares Speichermedium sowie Assistenzsystem

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2314490A1 (fr) * 2009-10-22 2011-04-27 Audi AG Procédé de commande du fonctionnement d'un système d'assistance au conducteur totalement automatique développé pour guider un véhicule de manière indépendante destiné à un véhicule automobile et véhicule automobile
WO2013074866A1 (fr) * 2011-11-16 2013-05-23 Flextronics Ap, Llc Reconnaissance de caractéristiques pour configuration d'une console de véhicule et dispositifs associés
DE102013003216A1 (de) 2013-02-27 2013-09-05 Daimler Ag Verfahren zur Bestimmung einer Fahrspur zur Lenkungsregelung eines automatisiert gesteuerten Fahrzeuges
WO2014044480A2 (fr) * 2012-09-21 2014-03-27 Robert Bosch Gmbh Procédé et dispositif pour faire fonctionner un véhicule automobile dans un mode de conduite automatique
DE102014211450A1 (de) * 2013-06-20 2014-12-24 Ford Global Technologies, Llc Spurüberwachung mit elektronischem Horizont
DE102013213171A1 (de) * 2013-07-04 2015-01-08 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Kraftfahrzeugs in einem automatisierten Fahrbetrieb

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2314490A1 (fr) * 2009-10-22 2011-04-27 Audi AG Procédé de commande du fonctionnement d'un système d'assistance au conducteur totalement automatique développé pour guider un véhicule de manière indépendante destiné à un véhicule automobile et véhicule automobile
WO2013074866A1 (fr) * 2011-11-16 2013-05-23 Flextronics Ap, Llc Reconnaissance de caractéristiques pour configuration d'une console de véhicule et dispositifs associés
WO2014044480A2 (fr) * 2012-09-21 2014-03-27 Robert Bosch Gmbh Procédé et dispositif pour faire fonctionner un véhicule automobile dans un mode de conduite automatique
DE102013003216A1 (de) 2013-02-27 2013-09-05 Daimler Ag Verfahren zur Bestimmung einer Fahrspur zur Lenkungsregelung eines automatisiert gesteuerten Fahrzeuges
DE102014211450A1 (de) * 2013-06-20 2014-12-24 Ford Global Technologies, Llc Spurüberwachung mit elektronischem Horizont
DE102013213171A1 (de) * 2013-07-04 2015-01-08 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Kraftfahrzeugs in einem automatisierten Fahrbetrieb

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111108537A (zh) * 2017-09-19 2020-05-05 罗伯特·博世有限公司 用于运行至少两个自动化车辆的方法和设备
CN111683854A (zh) * 2017-11-10 2020-09-18 克诺尔商用车制动系统有限公司 用于机动车的至少部分自主的运行的具有双冗余的系统
CN111683854B (zh) * 2017-11-10 2023-08-29 克诺尔商用车制动系统有限公司 用于机动车的至少部分自主的运行的具有双冗余的系统
CN112469609A (zh) * 2018-07-19 2021-03-09 罗伯特·博世有限公司 用于运行自主车辆的方法和自主车辆
US20220171396A1 (en) * 2020-11-30 2022-06-02 Yandex Self Driving Group Llc Systems and methods for controlling a robotic vehicle
WO2022247415A1 (fr) * 2021-05-24 2022-12-01 长城汽车股份有限公司 Procédé de commande de mise hors tension d'urgence pour commutateur d'allumage à bouton-poussoir, appareil et véhicule

Also Published As

Publication number Publication date
DE102015003124A1 (de) 2016-09-15

Similar Documents

Publication Publication Date Title
WO2016142030A1 (fr) Procédé et dispositif pour faire fonctionner un véhicule
DE102018004303B3 (de) Verfahren zur Regelung der Bewegung eines Fahrzeugs und Vorrichtung zur Durchführung des Verfahrens
EP3707047B1 (fr) Système pour le fonctionnement au moins partiellement autonome d'un véhicule automobile à double redondance
EP3016827B1 (fr) Procédé et dispositif permettant de faire fonctionner un véhicule automobile en mode automatique
WO2019121344A1 (fr) Procédé de régulation de mouvement d'un véhicule en mode de conduite automatique et dispositif pour l'exécution du procédé
EP2898383B1 (fr) Méthode et dispositif de régulation du mouvement d'un véhicule autonome dans le cas de défaillance du système
EP3512744A1 (fr) Procédé et dispositif permettant de commander un déplacement d'un véhicule et système de commande de déplacement de véhicule
DE102014221682A1 (de) Verfahren und Vorrichtung zum Betreiben eines Fahrzeugs
WO2015197251A1 (fr) Dispositif et procédé pour faire fonctionner un véhicule
WO2019068570A1 (fr) Système de freinage pour véhicule automobile et procédé pour faire fonctionner un système de freinage
DE102013213169A1 (de) Verfahren und Vorrichtung zum Betreiben eines Kraftfahrzeugs in einem automatisierten Fahrbetrieb
EP2314490A1 (fr) Procédé de commande du fonctionnement d'un système d'assistance au conducteur totalement automatique développé pour guider un véhicule de manière indépendante destiné à un véhicule automobile et véhicule automobile
DE102020116410A1 (de) Vorrichtung zur Steuerung einer Bremse eines autonomen Fahrzeugs
DE102013003216A1 (de) Verfahren zur Bestimmung einer Fahrspur zur Lenkungsregelung eines automatisiert gesteuerten Fahrzeuges
WO2020015923A1 (fr) Procédé pour faire fonctionner un véhicule autonome et véhicule autonome
WO2021156089A1 (fr) Procédé de surveillance d'un dispositif de direction à assistance électrique et dispositif de direction à assistance électrique
DE102014221007A1 (de) Vorrichtung und Verfahren zum Betreiben eines Fahrzeugs
WO2018054579A1 (fr) Système de détermination de position d'une unité mobile, véhicule et procédé de fonctionnement d'un système de détermination de position
DE102020112822A1 (de) Fahrassistenzsystem zum automatisierten Fahren eines Fahrzeugs, Fahrzeug mit demselben und Fahrassistenzverfahren zum automatisierten Fahren eines Fahrzeugs
DE102006026653A1 (de) Vorrichtung und Verfahren zum Steuern eines Fahrzeugs
EP4096955B1 (fr) Procédé pour faire fonctionner un système d'assistance
EP3511226A1 (fr) Système d'entraînement électrique et procédé de fonctionnement d'un système d'entraînement électrique
DE102017109175A1 (de) Steuereinrichtung, Fahrerassistenzsystem, Kraftfahrzeug und Verfahren zum Steuern einer Fahrerassistenzfunktion
DE102007002265A1 (de) Verfahren zum Steuern eines Kraftfahrzeugs von einer ersten Position zu einer zweiten Position
WO2020089270A1 (fr) Concept pour l'exécution d'une manœuvre d'arrêt d'urgence

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 16704798

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 16704798

Country of ref document: EP

Kind code of ref document: A1