WO2021180513A1 - Procédé de prise de contrôle par le conducteur dans des fonctions de conduite automatisées - Google Patents

Procédé de prise de contrôle par le conducteur dans des fonctions de conduite automatisées Download PDF

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Publication number
WO2021180513A1
WO2021180513A1 PCT/EP2021/055133 EP2021055133W WO2021180513A1 WO 2021180513 A1 WO2021180513 A1 WO 2021180513A1 EP 2021055133 W EP2021055133 W EP 2021055133W WO 2021180513 A1 WO2021180513 A1 WO 2021180513A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
driver
guidance
time
longitudinal
Prior art date
Application number
PCT/EP2021/055133
Other languages
German (de)
English (en)
Inventor
Matthias Schlegel
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 WO2021180513A1 publication Critical patent/WO2021180513A1/fr

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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
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/005—Handover processes
    • B60W60/0053—Handover processes from vehicle to occupant
    • 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
    • B60W60/005—Handover processes
    • B60W60/0053—Handover processes from vehicle to occupant
    • B60W60/0055—Handover processes from vehicle to occupant only part of driving tasks shifted to occupants
    • 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
    • G05D1/0055—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots with safety arrangements
    • G05D1/0061—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots with safety arrangements for transition from automatic pilot to manual pilot and vice versa
    • 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
    • B60W2050/0062—Adapting control system settings
    • B60W2050/007—Switching between manual and automatic parameter input, and vice versa
    • B60W2050/0072—Controller asks driver to take over

Definitions

  • the present invention relates to a method for driver handover in automated driving functions and a device for performing the method.
  • Driver assistance systems are known which support the driver in the longitudinal guidance of the vehicle and / or in the lateral guidance of the vehicle.
  • numerous variants of distance-dependent cruise control functions (adaptive cruise control) and a steering assistant or a traffic jam assistant are known.
  • Such driver assistance functions can actively intervene in the longitudinal guidance of the vehicle or at least partially take over this.
  • Driver assistance functions are also known which actively intervene in the lateral guidance of the vehicle or at least partially take over this.
  • SAE Level 2 partially automated driver assistance systems
  • SAE Level 2 both the longitudinal and lateral guidance of the vehicle are automated.
  • SAE Level 2 are designed in such a way that they switch off vehicle guidance when their system limits are reached or in the event of a fault.
  • conditional and highly automated systems (SAE Level 3 and 4) are being considered, which completely relieve the driver of the driving task in a certain application.
  • SAE Level 3 and 4 Such driving systems are currently known in the form that automated driving is suspended or switched off when the driver intervenes in the vehicle guidance.
  • an unsafe state (reaching the system limits or the occurrence of a Error) or the end of an automated driving section, the driver must be requested to take over by the driving system so that he can take over within a short time. Otherwise it is known to initiate an emergency stop.
  • DE 10 2015 200 171 A1 discloses a method for assisting a driver, in which temporary autonomous driving is made possible. After the end of the autonomous driving, the driver is asked to take over the lateral guidance of the vehicle. After the request, the lateral guidance of the vehicle is stiffened so that the steering wheel does not tear when it is taken over.
  • the object of the present invention is to provide a method for driver handover in assisted and automated driving functions, with which the traffic safety is additionally increased during the driver handover.
  • the invention specifies a method for driver handover in automated driving functions of a vehicle, in which at least the longitudinal guidance of the vehicle and the lateral guidance of the vehicle are controlled.
  • the method comprises the steps that at a driver handover point in time, the vehicle longitudinal guidance is deactivated in a controlled manner, while the vehicle transverse guidance is at least partially activated for a predetermined period of time after the driver handover point in time.
  • the driver handover describes the process in which the automated driving function is exited and the driver should take over the driving functions.
  • the driving functions relevant to the invention are the longitudinal and lateral guidance of the vehicle.
  • the automated longitudinal vehicle guidance is used to automatically brake or accelerate the vehicle. This function is carried out depending on sensor data from the vehicle environment.
  • the transverse vehicle guidance is an automated function in which the vehicle can be steered automatically, for example to keep the vehicle in one lane, to change lanes or to avoid an obstacle.
  • the driver handover point in time is the point in time at which the driver optimally takes over driving the vehicle again.
  • the automated driving function is deactivated at this point in time.
  • road safety is endangered by completely switching off the driving functions.
  • the vehicle would not be controlled in a period between the handover point in time at which the driving function is switched off and the actual takeover by the driver.
  • the vehicle only the longitudinal guidance of the vehicle is deactivated in a controlled manner at the time of the driver handover.
  • the regulated deactivation can include the possibility of deactivation in the form in which the deactivation is made clear to the driver again, so that he is prompted to act.
  • the vehicle coasts to a stop.
  • the transverse vehicle guidance accordingly remains at least partially active even after the driver handover time.
  • the transverse vehicle guidance thus represents an essential safety function with which traffic safety is ensured for a period of time before the driver takes over.
  • the transverse vehicle guidance is terminated in a reducing manner after the predetermined period of time within 30 s.
  • the transverse vehicle guidance is accordingly not ended abruptly after the period of time, but only reduced until it is completely deactivated.
  • the lateral vehicle guidance is preferably reduced linearly. As a result, for example, a steering torque in a curve is not completely ended, but rather reduced, so that an abrupt removal of the steering torque does not lead to dangerous situations. This significantly increases road safety. The driver can also safely take over the lateral guidance while reducing the steering torque.
  • a value in the range from 0.1-5 s is used as the predetermined time period. This gives the driver more time to react and adjust to the traffic, especially with partially automated driving functions (SAE Level 2), so that a safe driver takeover is possible.
  • the time period particularly preferably has a value in the range from 0.5-2 s.
  • the period of time is preferably lengthened as a function of a lateral guidance maneuver that is pending after deactivation of the longitudinal guidance of the vehicle.
  • a lateral control maneuver is a maneuver in which a steering torque not equal to zero is necessary. If such a lateral guidance maneuver is foreseeable, for example because a curve is pending or an obstacle has to be avoided, the duration can be extended so that this lateral guidance maneuver can be completed. This avoids that the driver is exposed to this maneuver unprepared when taking over and that errors occur. Road safety can be increased by such an extension of the time period.
  • the lateral vehicle guidance is preferably at least partially reduced.
  • a partial reduction also means that the lateral control of the vehicle is also completely ended when the driver takes over.
  • a driver takeover is registered via sensors on the steering, brakes or accelerator, for example. If the driver stops the vehicle during the period takes over, the vehicle lateral guidance is already completely ended within the time period and the vehicle is handed over. This means that the transverse control of the vehicle can be handed over quickly and completely to the driver.
  • the lateral vehicle guidance is preferably only reduced so that no abrupt change takes place. Accordingly, the driver initially receives support for lateral vehicle guidance. This gives the driver sufficient time to analyze the traffic situation so that traffic safety is improved.
  • a predetermined longitudinal deceleration is carried out when the vehicle longitudinal guidance is deactivated.
  • a predetermined longitudinal deceleration within the meaning of the invention is understood to mean at least one single brief braking pulse with which a jolt of the vehicle is triggered. Alternatively, a sequence or several of such braking pulses can also be carried out. Such a predetermined longitudinal deceleration or such a jolt is intended to make the driver handover more vestibularly clear to the driver.
  • the longitudinal deceleration is advantageously increased as a function of a braking maneuver that is pending during the period.
  • the traffic situation is accordingly analyzed and a check is made as to whether a braking maneuver is foreseeable during the period.
  • a braking maneuver may be necessary for other vehicles, for example. If such a braking maneuver is foreseeable, the longitudinal deceleration that is carried out with the deactivation is adapted.
  • the longitudinal deceleration is increased accordingly, so that there is still sufficient time for the driver to react when the driver takes over. This improves traffic safety.
  • at least one message regarding the driver takeover and / or an upcoming driving maneuver is output to the driver during the predetermined period of time.
  • a note is understood to mean all optical, acoustic or haptic signals to the driver. Such notices make the driver more aware of an imminent driver takeover.
  • the time remaining until the lateral vehicle guidance is completely deactivated is preferably displayed to the driver.
  • the impending driving maneuver can be displayed to the driver in, for example, optical form.
  • a route can be suggested to the driver on a preferably head-up display. As a result, the driver is prepared more quickly for the traffic situation during the takeover, so that the safety of such a takeover is increased.
  • the longitudinal vehicle guidance is reactivated after the period for carrying out an emergency stop. It is thus avoided that the vehicle continues to drive in an uncontrolled manner even after the period of time.
  • the vehicle is braked to a standstill via the longitudinal guidance of the vehicle.
  • the vehicle is preferably steered to a roadside via the vehicle transverse guidance. The following traffic is not hindered any further. This improves the safety of the driver and the traffic. In addition, confidence in such a procedure is increased.
  • the object is additionally achieved by a device for carrying out the method according to the invention.
  • the device comprises a transverse guide device with which the vehicle can be steered in a transverse direction, a longitudinal guide device for accelerating or decelerating the vehicle, and a control device with which the transverse guide device and the longitudinal guide device can be controlled separately from one another.
  • the control device can thus switch off the longitudinal guide device independently of the transverse guide device. A lateral guidance of the vehicle can thus continue to be maintained, even if the longitudinal guidance is already has been deactivated.
  • the control device controls the longitudinal guide device and the transverse guide device in accordance with the method according to the invention, so that the advantages mentioned for the method are achieved with the device.
  • FIG. 2 embodiment of a device for performing the method according to the invention.
  • FIG 1 an embodiment of the method according to the invention for driver handover is shown.
  • the sequence of the method is based on a state in which an automated longitudinal vehicle guidance and a lateral vehicle guidance are carried out. In this state, the longitudinal vehicle guidance and the lateral vehicle guidance should be handed over to the driver again. This is the case, for example, when the automated vehicle guidance reaches its system limits or an error occurs.
  • the vehicle longitudinal guidance is deactivated according to the invention, during which the vehicle transverse guidance remains at least partially active for a predetermined period of time tz D.
  • This predetermined period of time tz D is specified as a rule.
  • This time period tz D can, however, be adapted on the basis of external circumstances.
  • a check is therefore made as to whether such conditions are pending in the form of a foreseeable lateral control maneuver in the specified time period tz D. This means that it is checked whether the vehicle needs to be steered due to a curve or an obstacle. In the event that such a lateral control maneuver is pending, the time period tz D is adapted.
  • the drag torque of the drive train causes a longitudinal deceleration ai_ of the vehicle.
  • the vehicle slows down on a level road.
  • a brief, predefined braking force can also be applied, with which the longitudinal deceleration ai_ is increased to ai_ *.
  • the longitudinal deceleration ai_ * would be noticeable to the driver in the form of a defined “jerk”.
  • the height of the defined jerk can be adjusted depending on the driving maneuver pending after the takeover.
  • Whether an adjustment of the longitudinal deceleration ai_ * is necessary is checked before the vehicle longitudinal guidance is deactivated. To this end, it is checked whether a braking maneuver is necessary within the specific time period tz D , for example because of a vehicle driving ahead. In the event that such a braking maneuver should be pending, the amount of the longitudinal deceleration ai_ * is adapted to this braking maneuver.
  • the longitudinal guidance of the vehicle is deactivated and the longitudinal deceleration ai_ or ai_ * is initiated. It is then checked whether the driver has taken over the vehicle. This is detected, for example, by steering movements or an acceleration / deceleration of the vehicle. If a driver takeover has taken place, the lateral vehicle guidance is reduced until it is completely deactivated. This would end the vehicle handover procedure.
  • the The longitudinal guidance of the vehicle is activated again and an emergency stop is carried out. In other words, the vehicle is braked to a standstill and then secured. At the same time, the hazard warning lights can be switched on automatically. The vehicle handover procedure is also ended with this emergency stop.
  • Figure 2 shows an embodiment of a device for performing the method according to the invention.
  • the device comprises a longitudinal guide device 10. With this longitudinal guide device 10, the longitudinal movement of the vehicle can be controlled.
  • a longitudinal guide device 10 With this longitudinal guide device 10, the longitudinal movement of the vehicle can be controlled.
  • Braking or accelerating the vehicle can be controlled.
  • the device comprises a transverse guide device 20.
  • the steering is controlled in such a way that the vehicle can execute a transverse movement.
  • the lane can be kept, the vehicle can change lanes or one
  • the device comprises a control unit 30.
  • This control unit 30 is connected both to the longitudinal guide device 10 and to the transverse guide device 20.
  • the control unit 30 can switch off the longitudinal guide device 10 separately from the transverse guide device 20 via control signals.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention se rapporte à un procédé de prise de contrôle par le conducteur dans des fonctions de conduite automatisée d'un véhicule, dans lequel au moins le guidage longitudinal du véhicule et le guidage latéral du véhicule sont régulés. Le procédé comprend les étapes consistant à désactiver le guidage longitudinal du véhicule d'une manière régulée à un moment de prise de contrôle par le conducteur, tandis que le guidage latéral du véhicule est au moins partiellement activé pendant une durée prédéterminée après le moment de prise de contrôle par le conducteur.
PCT/EP2021/055133 2020-03-11 2021-03-02 Procédé de prise de contrôle par le conducteur dans des fonctions de conduite automatisées WO2021180513A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020203087.1 2020-03-11
DE102020203087.1A DE102020203087A1 (de) 2020-03-11 2020-03-11 Verfahren zur Fahrerübergabe bei automatisierten Fahrfunktionen

Publications (1)

Publication Number Publication Date
WO2021180513A1 true WO2021180513A1 (fr) 2021-09-16

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DE (1) DE102020203087A1 (fr)
WO (1) WO2021180513A1 (fr)

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013003214A1 (de) * 2013-02-27 2013-09-05 Daimler Ag Verfahren zur Übergabe der Fahraufgabe zwischen Insassen eines Kraftfahrzeugs
EP2769895A1 (fr) * 2013-02-26 2014-08-27 Audi Ag Procédé de fonctionnement d'un système d'assistance du conducteur côté véhicule automobile doté d'une fonction de guidage combinée longitudinale et transversale
DE102015200171A1 (de) 2015-01-09 2016-07-14 Robert Bosch Gmbh Verfahren zur Assistenz eines Fahrers eines Fahrzeugs und Fahrassistenzsystem
DE102015211134A1 (de) * 2015-06-17 2016-12-22 Bayerische Motoren Werke Aktiengesellschaft Verfahren und Steuereinheit zur Steuerung eines Fahrzeugs bei Übernahme aus einem autonomen Fahrmodus
DE102018210334A1 (de) * 2018-06-25 2020-01-02 Bayerische Motoren Werke Aktiengesellschaft Fahrsystem und Verfahren zum automatisierten Fahren mit Fortsetzung der automatisierten Fahrt in Reaktion auf eine fahrerseitige Bedienhandlung, insbesondere im Fall einer Übernahmeaufforderung

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017208473A1 (de) 2017-05-19 2018-11-22 Bayerische Motoren Werke Aktiengesellschaft Verfahren und Steuereinheit zur Querführung eines Fahrzeugs
DE102017213208A1 (de) 2017-08-01 2019-02-07 Bayerische Motoren Werke Aktiengesellschaft Vorrichtung zur Führung eines zum zumindest teilautomatisierten Fahren ausgebildeten Fahrzeugs

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2769895A1 (fr) * 2013-02-26 2014-08-27 Audi Ag Procédé de fonctionnement d'un système d'assistance du conducteur côté véhicule automobile doté d'une fonction de guidage combinée longitudinale et transversale
DE102013003214A1 (de) * 2013-02-27 2013-09-05 Daimler Ag Verfahren zur Übergabe der Fahraufgabe zwischen Insassen eines Kraftfahrzeugs
DE102015200171A1 (de) 2015-01-09 2016-07-14 Robert Bosch Gmbh Verfahren zur Assistenz eines Fahrers eines Fahrzeugs und Fahrassistenzsystem
DE102015211134A1 (de) * 2015-06-17 2016-12-22 Bayerische Motoren Werke Aktiengesellschaft Verfahren und Steuereinheit zur Steuerung eines Fahrzeugs bei Übernahme aus einem autonomen Fahrmodus
DE102018210334A1 (de) * 2018-06-25 2020-01-02 Bayerische Motoren Werke Aktiengesellschaft Fahrsystem und Verfahren zum automatisierten Fahren mit Fortsetzung der automatisierten Fahrt in Reaktion auf eine fahrerseitige Bedienhandlung, insbesondere im Fall einer Übernahmeaufforderung

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