WO2021063567A1 - Procédé et dispositif pour guider un véhicule à moteur dans une voie - Google Patents

Procédé et dispositif pour guider un véhicule à moteur dans une voie Download PDF

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Publication number
WO2021063567A1
WO2021063567A1 PCT/EP2020/072010 EP2020072010W WO2021063567A1 WO 2021063567 A1 WO2021063567 A1 WO 2021063567A1 EP 2020072010 W EP2020072010 W EP 2020072010W WO 2021063567 A1 WO2021063567 A1 WO 2021063567A1
Authority
WO
WIPO (PCT)
Prior art keywords
information
lane
motor vehicle
database
route section
Prior art date
Application number
PCT/EP2020/072010
Other languages
German (de)
English (en)
Inventor
Alfred Kuttenberger
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2021063567A1 publication Critical patent/WO2021063567A1/fr

Links

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
    • B60W30/10—Path keeping
    • B60W30/12—Lane keeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06V—IMAGE OR VIDEO RECOGNITION OR UNDERSTANDING
    • G06V20/00—Scenes; Scene-specific elements
    • G06V20/50—Context or environment of the image
    • G06V20/56—Context or environment of the image exterior to a vehicle by using sensors mounted on the vehicle
    • G06V20/588—Recognition of the road, e.g. of lane markings; Recognition of the vehicle driving pattern in relation to the road
    • 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
    • B60W50/0205—Diagnosing or detecting failures; Failure detection models
    • B60W2050/0215—Sensor drifts or sensor failures
    • 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
    • B60W2420/00—Indexing codes relating to the type of sensors based on the principle of their operation
    • B60W2420/40—Photo, light or radio wave sensitive means, e.g. infrared sensors
    • B60W2420/403—Image sensing, e.g. optical camera
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/30—Road curve radius
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/53—Road markings, e.g. lane marker or crosswalk
    • 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
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data

Definitions

  • the present invention relates to a method for driving a motor vehicle in a lane by means of an assistance system, in which the motor vehicle is guided in the lane by automated steering interventions, with data about a route section ahead being evaluated for driving the motor vehicle in the lane.
  • the method is characterized in that at least first information and second information relating to a size of the route section ahead are taken into account when evaluating the data, the first information originating from a first database and the second information originating from a second database.
  • a corresponding device is also provided.
  • Lane keeping functions are known from the prior art, which support the driver in his driving task.
  • the lines on the road are examined from a video image and the lane is then calculated from this.
  • An attempt is also made to keep the motor vehicle in the lane within the system limits by means of a steering torque which is superimposed on the driver's steering torque.
  • patent application DE 10 2010 042 900 A1 is known from the prior art.
  • This document relates to a method for determining transverse control parameterization for transverse control of a vehicle on a route section currently to be traveled by the vehicle, which has a step of determining the parameter based on information about a curvature of the route section currently to be traveled.
  • the patent application DE 102011 002 911 A1 is known from the prior art. This document relates to a method for guiding a vehicle in a lane by means of a lane keeping system, in which the vehicle is guided in the lane by automatic steering interventions.
  • the method and device according to the invention advantageously enable greater validity in the determination of the driving situation that is actually present, and thereby greater safety and longer feasibility of the assistance system.
  • the method according to the invention for guiding a motor vehicle in a lane by means of an assistance system in which the motor vehicle is guided in the lane by automated steering interventions, with data about a route section lying ahead being evaluated for guiding the motor vehicle in the lane, is characterized in that the Evaluation of the data at least a first piece of information and a second piece of information relating to a size of the route section ahead are taken into account, the first information originating from a first database and the second information originating from a second database.
  • the size of the route section ahead is understood in particular to be a parameter that defines the route section ahead, for example the curve radius or the width of the roadway.
  • Information relating to this variable is understood in particular to be a parameter that characterizes this variable, for example a 50-meter curve radius or a 3-meter lane width.
  • two parameters from different databases are to be taken into account for one and the same parameter. This means that a characteristic value from a first database is to be used, which defines the curve radius, for example, and a further characteristic value from a second database is used, which also defines the curve radius.
  • the invention advantageously enables the correctness of the lane information to be checked for plausibility by comparing lane information from an on-board environment sensor system with data stored in a map and, if necessary, to initiate a substitute reaction.
  • the second information is read out - for example also with regard to the radius of the same curve - from a permanent data memory, for example a road map stored in the motor vehicle.
  • the second information is advantageously used to validate the first information (for example by comparing the information ascertained from the video data with the stored information).
  • lane guidance based on the first information (i.e. video data) if the validation has been positively concluded. If the validation was negative, lane guidance takes place, for example, on the basis of the second information (i.e. road map). Alternatively, deactivation of the lane guidance would also be conceivable if the validation was concluded negatively.
  • first information i.e. video data
  • second information i.e. road map
  • the method is characterized in that the first information is determined by means of an environment sensor while the motor vehicle is in operation.
  • An environment sensor is understood in particular to be a camera.
  • the camera's video sensor generates image data while the vehicle is in use. These image data represent the first database. This data is continuously recorded and analyzed. Intermediate storage, for example in a temporary memory, is of course also conceivable.
  • Information relating to the current driving situation is determined by means of the analysis. In this way, information relating to the route section ahead can also be determined.
  • An environment sensor can also be understood to mean a radar, lidar, ultrasound or GPS sensor.
  • the method is characterized in that the second information is read out from a database.
  • the second item of information has, in particular, a permanently existing database.
  • Such information can therefore also be understood as permanent data.
  • Different types of databases are conceivable for this.
  • a database which is stored in a cloud and which can be accessed online can be advantageous.
  • a database is also conceivable that is permanently stored in the vehicle and is therefore also available offline.
  • the method is characterized in that the second information is read from a digital road map.
  • a high-resolution road map is used as the database.
  • a road map can, for example, also be used advantageously in a navigation device of the vehicle.
  • Such a map also contains further information on the route profile, for example the radii of the curves in the route and / or the width of the lane.
  • Such a card can advantageously be stored in the motor vehicle.
  • the method is characterized in that the characteristic value of at least one of the following variables with regard to the route section ahead is used as information:
  • the size of the route section ahead can be understood as a parameter that defines the route section ahead, for example the curve radius or the width of the roadway.
  • Another variable is the curve type, with the exemplary characteristic values right curve and left curve.
  • An alternative variable is the lane type, with the exemplary characteristic values, right-turn lane, left-turn lane, deceleration lane, etc.
  • Another measure can be the detection of the lane width.
  • a diverse algorithm can be used to search for peripheral buildings, green strips, etc. If, for example, there is now a discrepancy between the algorithm for lane detection and the algorithm for the lane width and the position of the motor vehicle calculated therefrom, an incorrect calculation must be assumed.
  • first information relating to a first variable of the route section ahead is obtained and second information relating to a second variable of the route section ahead is obtained.
  • the method is characterized in that a plausibility check of the at least one first item of information is carried out by means of the second item of information in order to detect an error.
  • the two pieces of information are used in order to check the validity of a present result, for example a characterization of the route section lying ahead.
  • the method is characterized in that the first information and the second information are compared with one another in order to identify an error.
  • the method is characterized in that if the first item of information deviates from the second item of information up to a defined threshold value, the absence of errors is recognized and in particular the automatic lane guidance of the motor vehicle is maintained by means of the assistance system.
  • the absence of a defect should be understood as being free of defects.
  • this should be understood to mean the correctness in the determination of the first information, i.e. the correctness of the determined first information.
  • the correctness of the information is relevant, since automated interventions in the steering of the motor vehicle take place on the basis of this information.
  • the method is characterized in that if the first information item deviates from the second information item beyond a defined threshold value, an error is recognized.
  • the formation of the average value may be mentioned as an example: The first information and the second information are determined here. This is followed by a determination of a reference value on the basis of an average value calculation (possibly including weighting). The decision about the correctness of the information obtained and the continuation of the automated Tracking is then based on the determined reference value in comparison with a threshold value.
  • the method is characterized in that a defined substitute reaction takes place when an error is detected.
  • the substitute reaction is to be understood as the execution of an action which deviates from the procedure that would take place in a correct, error-free situation in order to counteract the negative effects of the error-prone situation.
  • the termination of the automated lane guidance and the transfer to manual operation should be mentioned.
  • a recognized error is to be understood in particular to mean that an error is assumed when determining the first information on the basis of the evaluation described.
  • the method is characterized in that if a fault is detected, the automatic lane guidance of the motor vehicle is carried out by means of the assistance system without taking the first information into account.
  • the method is characterized in that when a fault is detected, the steering angle for the automatic tracking of the motor vehicle is limited to a value which corresponds to the second information item.
  • a maximum value is defined for the steering angle, the limiting maximum value being determined on the basis of the second information relating to the relevant size of the route section ahead.
  • the second piece of information is obtained from a database, for example a high-resolution one Road map read out.
  • a database for example a high-resolution one Road map read out.
  • limiting the steering angle or defining a maximum value for the steering angle limiting the steering torque or defining a maximum value for the steering torque is also conceivable.
  • a journey on a straight road is explained as an example.
  • the route section ahead therefore has no curves or the like.
  • the lane keeping algorithm should only calculate very small steering torques so that the motor vehicle is kept in the lane. If the streaks on the lens are interpreted as lines (i.e. lane markings) due to dirt on the lens of the camera and glare from the low sun, a conventional lane keeping algorithm would calculate an incorrect steering torque, which is above what is for the current section of road is permitted and the motor vehicle would come off the road. It is now proposed that the steering torque be limited to a value which corresponds to the data stored in the card and generates an error message. This means that the driver still has enough time to intervene in time to prevent an accident.
  • the method is characterized in that the assistance system is degraded when a fault is detected.
  • a degradation of the assistance system should be understood to mean any type of function reduction. This can be, for example, the restriction of a functional scope or a complete deactivation of the function. Associated with this, the driver can also be requested to take over.
  • the method is characterized in that a warning is given to the driver when an error is detected.
  • a warning is given to the driver when an error is detected.
  • an optical, acoustic and / or haptically perceptible signal can be output as a warning.
  • This method can be implemented, for example, in software or hardware or in a mixed form of software and hardware, for example in a control device and / or regulating device.
  • the approach presented here also creates a device which is designed to carry out, control or implement the steps of a variant of a method presented here in corresponding devices.
  • the object on which the invention is based can also be achieved quickly and efficiently by means of this embodiment variant of the invention in the form of a device.
  • a device can be understood to mean an electrical device that processes sensor signals and outputs control and / or data signals as a function thereof.
  • the device can have an interface which can be designed in terms of hardware and / or software.
  • the interfaces can be part of a so-called system ASIC, for example, which contains a wide variety of functions of the device.
  • the interfaces are separate, integrated circuits or at least partially consist of discrete components.
  • the interfaces can be software modules that are present, for example, on a microcontroller alongside other software modules.
  • a driver assistance system for example a lane keeping system, can also be understood as a device.
  • this can also include a device for executing the automated driving maneuvers, for example a steering actuator.
  • a sensor system for determining environmental data of the vehicle during operation for example a camera system, can also be understood as a device.
  • a navigation system with a memory for a high-resolution road map can also be understood as a device.
  • a computer program product or computer program with program code which can be stored on a machine-readable carrier or storage medium such as a semiconductor memory, a hard disk or an optical memory, and for performing, implementing and / or controlling the steps of the method according to one of the embodiments described above is also advantageous is used, especially when the program product or program is executed on a computer or device.
  • FIG. 1 shows a schematic representation of a motor vehicle with an assistance system according to an embodiment of the invention.
  • FIG. 2 shows a representation of the method steps of an embodiment of the invention.
  • the motor vehicle 1 shows a schematic representation of a motor vehicle 1 with an assistance system 101 configured as a lane keeping system according to an embodiment of the invention.
  • the motor vehicle 1 moves at speed V in the direction of the arrow shown.
  • the motor vehicle also has a sensor system 103 designed as a camera, which creates image data from the route section 2 ahead.
  • the image data can be evaluated in a control device 102.
  • Existing road markings can be determined from this image data in order to determine the route to be followed therefrom.
  • the driver assistance system 101 is activated and independently carries out automated steering interventions in order to guide the motor vehicle 1 along the desired route.
  • the automated steering interventions take place, for example, via a device 104 for automated driving maneuvers, such as, for example, a steering actuator.
  • the device 104 can be controlled, for example, via a control device 102.
  • the control device 102 can accordingly also be designed as a regulating device. This can be the same control device as the one used for evaluating the image data - or, of course, a separate control device.
  • a navigation system 105 with a stored high-resolution road map is also present in the motor vehicle 1.
  • this road map are, for example Curve radii of the respective route sections are stored.
  • a control unit 102 which compares the relevant information from the road map with the information determined from the image data in order, for example, to achieve a plausibility check of the image data. This can in turn be the same control device as used to evaluate the image data - or, of course, an independent control device.
  • the algorithm detects a right-hand curve with a radius of 100 m in the image data of the camera, while a right-hand curve with a radius of 500 m is stored in the map, it can be assumed with a high degree of probability that the calculation is incorrect.
  • the following measures can be implemented for such a case, for example:
  • the assistance system asks the driver to take control again.
  • the assistance system limits the steering torque in such a way that a curve can be driven with the radius stored in the map.
  • FIG. 2 shows an illustration of the method steps of an embodiment of the invention.
  • the method is started in a first step S1. This is done, for example, by manually activating the assistance system by the driver.
  • the respective assistance function is carried out.
  • a lane keeping function for example, can be implemented as a function.
  • image data are first determined by means of the camera in a step S3.
  • An evaluation of the image data also takes place, for example in order to determine a lane in the route section ahead on the basis of determined road markings.
  • information relating to the route section lying ahead is read out from a further database, for example from a highly accurate road map.
  • the information from the image data is compared with the information from the road map.
  • the curve radius of the curve lying ahead is considered as the variable and the calculated or stored value of the curve radius in meters is used as the characteristic value of the variable.
  • a condition B1 it is analyzed whether the difference between the two determined characteristic values is greater than a defined threshold value. If this is the case (Y branch), the driver is immediately warned in step S6. Furthermore, in step S7 a takeover request is made to the driver. After the driver has taken over or, for example, after a takeover period has expired, the assistance function is deactivated in step S8 and the method is ended in step S9. If the condition Bl is not met (N branch) it is assumed that the
  • Video data evaluation is valid and the driver assistance function can continue to be carried out based on this.
  • it can also be checked whether the user wishes to continue the driver assistance system. If this is the case (Y branch), the driver assistance system continues to run. Otherwise (N branch) the method is also ended with step S9.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Multimedia (AREA)
  • Theoretical Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Traffic Control Systems (AREA)
  • Navigation (AREA)

Abstract

La présente invention concerne un procédé pour guider un véhicule à moteur (1) dans une voie à l'aide d'un système d'assistance (101), dans lequel procédé le véhicule à moteur (1) est guidé dans la voie à l'aide d'interventions de direction automatisées. Des données concernant une section de route (2) se trouvant en avant sont évaluées afin de guider le véhicule à moteur (1) dans la voie. Dans l'évaluation des données, au moins une première information et une seconde information concernant une variable de la section de route (2) se trouvant en avant sont prises en compte. La première information provient d'une première base de données, et la seconde information provient d'une seconde base de données. La présente invention concerne également un dispositif correspondant.
PCT/EP2020/072010 2019-10-02 2020-08-05 Procédé et dispositif pour guider un véhicule à moteur dans une voie WO2021063567A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019215263.5A DE102019215263A1 (de) 2019-10-02 2019-10-02 Verfahren und Vorrichtung zum Führen eines Kraftfahrzeuges in einer Fahrspur
DE102019215263.5 2019-10-02

Publications (1)

Publication Number Publication Date
WO2021063567A1 true WO2021063567A1 (fr) 2021-04-08

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PCT/EP2020/072010 WO2021063567A1 (fr) 2019-10-02 2020-08-05 Procédé et dispositif pour guider un véhicule à moteur dans une voie

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DE (1) DE102019215263A1 (fr)
WO (1) WO2021063567A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102021128891A1 (de) * 2021-11-05 2023-05-11 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Unterstützen eines Nutzers eines Fahrzeugs während einer automatisierten Querführung des Fahrzeugs auf einer Straße mit mehreren Fahrstreifen, Recheneinrichtung sowie Fahrerassistenzsystem

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014211450A1 (de) * 2013-06-20 2014-12-24 Ford Global Technologies, Llc Spurüberwachung mit elektronischem Horizont
DE102013220487A1 (de) * 2013-10-10 2015-04-16 Conti Temic Microelectronic Gmbh Fahrspurerkennungssystem umd Spurhaltesystem
US20180022354A1 (en) * 2016-07-19 2018-01-25 Denso Corporation Driving support apparatus performing driving support based on reliability of each detection apparatus

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102014211450A1 (de) * 2013-06-20 2014-12-24 Ford Global Technologies, Llc Spurüberwachung mit elektronischem Horizont
DE102013220487A1 (de) * 2013-10-10 2015-04-16 Conti Temic Microelectronic Gmbh Fahrspurerkennungssystem umd Spurhaltesystem
US20180022354A1 (en) * 2016-07-19 2018-01-25 Denso Corporation Driving support apparatus performing driving support based on reliability of each detection apparatus

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