EP4448362A1 - Procédé et système de détection d'une occurrence d'une situation de conduite prédéfinie pendant un trajet en utilisant un système d'aide à la conduite activé - Google Patents

Procédé et système de détection d'une occurrence d'une situation de conduite prédéfinie pendant un trajet en utilisant un système d'aide à la conduite activé

Info

Publication number
EP4448362A1
EP4448362A1 EP22836068.1A EP22836068A EP4448362A1 EP 4448362 A1 EP4448362 A1 EP 4448362A1 EP 22836068 A EP22836068 A EP 22836068A EP 4448362 A1 EP4448362 A1 EP 4448362A1
Authority
EP
European Patent Office
Prior art keywords
driver assistance
assistance system
ego vehicle
driving situation
predetermined
Prior art date
Legal status (The legal status 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 status listed.)
Pending
Application number
EP22836068.1A
Other languages
German (de)
English (en)
Inventor
Thomas Velten
Benjamin MEENE
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke 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 Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP4448362A1 publication Critical patent/EP4448362A1/fr
Pending legal-status Critical Current

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
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18163—Lane change; Overtaking manoeuvres
    • 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
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • 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
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • 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
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B60W2050/146—Display means
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/20—Direction indicator values
    • 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
    • B60W2552/10—Number of lanes
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4041—Position
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4043—Lateral speed
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/40—Dynamic objects, e.g. animals, windblown objects
    • B60W2554/404—Characteristics
    • B60W2554/4045—Intention, e.g. lane change or imminent movement
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/801—Lateral distance
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/802—Longitudinal distance
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/803—Relative lateral speed
    • 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
    • B60W2554/00—Input parameters relating to objects
    • B60W2554/80—Spatial relation or speed relative to objects
    • B60W2554/804—Relative longitudinal speed
    • 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
    • B60W2754/00—Output or target parameters relating to objects
    • B60W2754/10—Spatial relation or speed relative to objects
    • B60W2754/30—Longitudinal distance

Definitions

  • the present invention relates to a method for determining the presence of a predetermined driving situation and for recognizing a start time and an end time of the predetermined driving situation when driving with an activated driver assistance system for a longitudinal control of an ego vehicle, a system for data processing, which is designed, the method execute at least partially, a computer program comprising instructions which, when the program is executed by a computer, cause the computer to at least partially execute the method, and a computer-readable medium, comprising instructions which, when executed by a computer, cause the computer to at least partially execute the method to execute.
  • a disadvantage of the prior art is that these situations cannot be detected automatically, or not reliably, using sensor data from the on-board sensors, ie using the sensors already installed in the ego vehicle and also used by the driver assistance system
  • the object of the present invention is to specify a device and a method which is/are suitable for overcoming at least the above-mentioned disadvantages of the prior art.
  • the object is achieved by a method for determining the presence of a predetermined driving situation and for recognizing a start time and an end time of the predetermined driving situation for a trip with an activated driver assistance system for longitudinal control of an ego vehicle.
  • the method can be applied live during a journey (i.e. while the driver assistance system is active), but also after the journey on the basis of recorded data.
  • the method includes determining a potential existence of the predetermined driving situation and recognizing the start time when a predetermined initial condition is met.
  • the method then includes determining the existence of the predetermined driving situation when the potential existence of the predetermined driving situation has been established and a predetermined condition is met.
  • the method also includes determining an end to the existence of the predetermined driving situation and recognizing the end time when the existence of the predetermined driving situation has been determined and a predetermined end condition is met.
  • a method for (driving) situation detection can be provided, which can proceed as follows: When all initial conditions of a situation are met (potentially relevant situation), a timer starts, which counts the time since beginning counts up. The status potentially relevant situation states that a relevant situation can develop from the current traffic situation, but this does not necessarily happen. In addition, the recorded signals could still be faulty or wrong, so that in reality there could be no situation at all. From this point on, it is checked cyclically whether a relevant situation is actually developing. Up to this point, the situation can be restarted if another object meets the initial conditions. As soon as a situation actually becomes relevant (state relevant situation), it is maintained until at least one of the end conditions (according to the situation description, see below) is met. Only then can an optional retrospective assessment of the recorded situation be carried out. To do this, signals/data contained in the measurement buffer are used - so these do not have to be stored conditionally in every potential situation, but can be retrieved on demand, which reduces runtime and memory requirements.
  • the automated recording can take over the task previously performed by the driver. This is intended to ensure that all predetermined situations are recorded and fluctuations caused by subjective driver perception are prevented.
  • situations can be automatically recognized or replaced by others using criteria and parameters.
  • This method does not require any additional reference measurement technology, as it looks at the event/the situation over a longer period of time in order to validate the situation.
  • This method can run in real time and offer the driver/developer the opportunity to assess the situation while driving (and possibly also serve to train the subjective perception of new drivers).
  • Adjacent lane disturbance An adjacent lane disturbance describes a vehicle reaction that is implausible for the driver to an object that the driver would not set as a target object (ZO, object that is controlled by the driver assistance system).
  • the vehicle reaction must be perceptible at least in the form of an implausible ZO display, eg in the instrument cluster, and may also cause braking.
  • the end condition is met if at the latest after a predetermined period of time, e.g. five seconds, after the occurrence of the "relevant situation" status, if only a one-off adjacent lane disturbance, or
  • the end condition is met after a maximum of the predetermined period of time after the last non-detection of the object (in the case of multiple NSS occurrences for the same object), or
  • the end condition is met if the driver intervenes in the longitudinal movement (acceleration or braking) or if the system is deactivated.
  • Target object loss A target object loss describes a deselection of the target object that is implausible for the driver in the following journey. This includes constant driving as well as acceleration and braking processes with ZO. Loss of target object becomes perceptible when the ZO display in the instrument cluster goes out; if necessary, a ZOV also causes the ego vehicle to accelerate.
  • the conditions for the "relevant situation" state ie for the method to recognize a relevant target object loss, can be formulated as follows:
  • the object that fulfilled the initial condition is again detected as a target object by the sensors within a predetermined period of time, e.g. two seconds, or
  • the end conditions for the driving situation target object loss can be formulated as follows:
  • the end condition is met at the earliest after a predetermined period of time, e.g. two seconds, after the occurrence of the "relevant situation" status (in the case of long losses of the object, the period of time can be extended), or
  • the end condition is met if the driver intervenes in the longitudinal movement (acceleration or braking) or if the system is deactivated.
  • An approach describes the approach of the ego vehicle to new target objects in the ego lane.
  • the approach situation is divided into moving and stationary objects in order to evaluate approaches to stopped/a-priori stationary objects independently of moving objects.
  • the process of stopping the ego vehicle is also evaluated.
  • condition for the "relevant situation” state i.e. for the method to recognize a relevant approach, can be present if the control begins on the object that previously met the initial conditions.
  • the ZO is not detected for more than a predetermined period of time, e.g. 800 ms (total over the entire situation detection process), or
  • the driver intervenes in the longitudinal movement (acceleration or braking) or deactivates the system, or
  • a predetermined period of time e.g. 30 seconds
  • Cutting in Here, the reaction of the ego vehicle to vehicles coming in parallel from an adjacent lane and cutting in below a predefined target detection distance in front of the ego vehicle is evaluated.
  • the reaction to all cutting-in vehicles should be evaluated, regardless of whether they were recognized as such by the environment model or not.
  • the predefined target detection distance can be defined as the longitudinal distance below which the sensors installed in the vehicle are expected to detect the vehicles in front of the ego vehicle.
  • the object, which previously met the initial conditions, is located in the travel path of the ego vehicle for at least a predetermined period of time, e.g. 500 milliseconds.
  • the end conditions for the driving situation cutting in can be formulated as follows:
  • the driver intervenes in the longitudinal movement (acceleration or braking) or deactivates the system, or
  • a predetermined period of time e.g. 30 seconds
  • Target Deviation A ZO that is below a predefined target detection distance leaves the lane during follow-up (for lane changes or turning). Only the deselection of the target object is evaluated.
  • the predefined target detection distance can be defined as the longitudinal distance below which the sensors installed in the vehicle are expected to detect the vehicles in front of the ego vehicle.
  • the ego vehicle reacts to the swerving object that previously met the initial conditions, or
  • the object that previously triggered the initial conditions is no longer in the travel path of the ego vehicle and exceeds a predetermined lateral distance, e.g. of 2 meters.
  • the end conditions for the driving situation target object-deviation can be formulated as follows:
  • the ego vehicle is traveling freely (no target object) and at least a predetermined period of time, for example 400 ms, has passed since the “relevant situation” state occurred, or - a third object cuts in (relevant situation cutting in), or
  • the driver intervenes in the longitudinal movement (acceleration or braking) or deactivates the system, or
  • a predetermined period of time e.g. 30 seconds
  • Ego veer/lane change In this situation, the ego vehicle performs a lane change and leaves the lane. Only lane changes from the next drive in the overtaking direction are evaluated.
  • the control of the object in the adjacent lane is no longer active, but at least a predetermined period of time, e.g. 400 ms, must have elapsed since the beginning of the "potentially relevant situation", or
  • the previously existing target object is deselected after the beginning of the "potentially relevant situation" (is therefore no longer ZO), at the earliest after a predetermined period of time, e.g. 400 ms, after the beginning of the "potentially relevant situation", or
  • the ego vehicle recognizes a crash barrier/construction on the roadway in the direct adjacent lane, at the earliest after a predetermined period of time, e.g. 600 ms, after the start of the "potentially relevant situation".
  • the end conditions for the driving situation ego swerving/lane change can be formulated as follows:
  • the old ZO was deselected and the indicator deactivated (at the earliest after a predetermined period of time, e.g. 8 seconds), or
  • the object in the target track is now the target object of the control and the turn signal has been deactivated (at the earliest after a predetermined time period of, for example, 2 seconds), or
  • the driver intervenes in the longitudinal movement (acceleration or braking) or deactivates the system, or
  • a predetermined period of time e.g. 30 seconds
  • the method can proceed as follows:
  • the detection process has three stages according to the method.
  • a "potential approach” when a new object is first detected in front of the ego vehicle initial condition
  • the "safe approach” is recognized and possibly output in a tool.
  • the approach is terminated (end condition) on the basis of further criteria (target distance adjusted, different situation,).
  • the method can be a computer-implemented method.
  • the method can be implemented using an algorithm which automatically detects the predetermined situation, in particular a plurality of predetermined situations, while driving exclusively using the signals present in the ego vehicle and optionally evaluates it retrospectively following the detection.
  • This optional evaluation of the recorded situation can be based on predetermined, possibly situation-specific criteria, which evaluate a subjective driver impression as objectively as possible.
  • an increased comparability of (test) drives with the ego vehicle as well as a more reliable detection of the predetermined situation(s) can be achieved.
  • This can enable a situation assessment, which determines the system performance of the driver assistance system of the ego vehicle, for example during its development, as objectively as possible and free from subjective impressions. This also improves the comparability of different software versions of the entire functional chain of the driver assistance system.
  • the end condition can be met if a predetermined period of time, e.g. 30 seconds, has passed since the start time was detected.
  • the method can be aborted if the existence of a further, in particular different, predetermined driving situation is determined while the predetermined driving situation is potentially present.
  • a function can be implemented for each situation, which is executed cyclically while driving. All functions for situation detection can be called from a main function, for example, which controls the functions to be called and, if necessary, captures additional, situation-spanning information such as deactivations of the system or the type of road.
  • the fact that a single function takes over the recording for each situation ensures that different situations can be recorded in parallel.
  • the situation detection is based purely on the vehicle's internal signals (signals on the vehicle buses and in the control unit), and no interaction of the driver is necessary. Since the different situations are partly mutually dependent (for example, an approach is terminated immediately at the start of a cut-in or cut-out situation), the performance of the method is advantageous if all situations are active and recorded.
  • the determination of the existence of the predetermined driving situation and the recognition of the start time and the end time of the predetermined driving situation can be based on sensor data that are used by the driver assistance system for longitudinal control.
  • the driver assistance system can be an adaptive cruise control.
  • Adaptive cruise control is a speed control system in motor vehicles, in particular automobiles, which, when controlling the speed of the motor vehicle, includes a distance from a vehicle driving ahead as an additional feedback and control variable.
  • the adaptive cruise control is one of the driver assistance systems, ie the adaptive cruise control can be one of several or the only driver assistance system installed in the motor vehicle for longitudinal control.
  • the adaptive cruise control can also be referred to as adaptive cruise control (ACC) or adaptive cruise control or automatic distance control (ADR).
  • the adaptive cruise control can be part of an (e.g. radar-based) emergency brake assistant and/or can have a stop-and-go function.
  • the initial condition can be met if:
  • a display of an object in a display of the ego vehicle is activated by means of the driver assistance system, which was previously not active,
  • a display of an object in a display of the ego vehicle is deactivated by means of the driver assistance system, which was previously active,
  • an object is detected in front of the ego vehicle, on which there was previously no control by means of the driver assistance system and which has a lower longitudinal speed than the ego vehicle, which is not opposite to a longitudinal speed of the ego vehicle,
  • an object is classified as cutting in by means of an environment model used by the driver assistance system, an active direction indicator pointing in the direction of the ego vehicle of an object located in an adjacent lane is detected, - an object located in an adjacent lane falls below a predetermined transverse distance to a driving path of the ego vehicle and has a transverse speed in the direction of the ego vehicle,
  • an object which is currently being controlled by means of a driver assistance system, exceeds a predetermined transverse distance from a center of a driving path of the ego vehicle and has a transverse speed that leads away from the ego vehicle,
  • the ego vehicle activates its direction indicator in the direction of a free adjacent lane if the ego vehicle is following a vehicle and/or an object is driving in the free adjacent lane, and/or
  • the ego vehicle executes a steering movement, so that a driving path of the ego vehicle leads past the object which is currently being controlled by the driver assistance system.
  • Adjacent lane disturbance Beginning of control to a new object that was not controlled in the previous cycle (in ego lane or in next-to-lane), or activation of the display of an object in the instrument cluster that was not active in the previous cycle was.
  • Loss of target object Termination of control to an object that was controlled in the previous cycle (in the ego lane or in a lane relevant for overtaking prevention (this function prevents slower-moving vehicles from overtaking on the right when driving on the right)), or deactivation the display of an object in the instrument cluster that was previously active in the cycle.
  • Approach Detection of an object in front of the ego vehicle that has not yet been controlled and that has a lower longitudinal speed than the ego vehicle that is not opposite to that of the ego vehicle (no oncoming object).
  • An object is marked as cutting in by the environment model (UFM), or the environment model recognizes an active direction indicator of an object in an adjacent lane, provided that the indicator is pointing in the direction of the ego vehicle, or an object in the adjacent lane falls below a certain lateral distance to the ego driving path and has a transverse speed in the direction of the ego vehicle.
  • UFM environment model
  • Target object deviating The current target object is marked by the environment model as deviating, or the environment model recognizes an active direction indicator of the target object, or the target object exceeds a certain transverse distance to the center of the ego driving path and has a transverse speed that leads away from the ego vehicle.
  • Ego vehicle deviates/lane change The ego vehicle flashes in the direction of a free adjacent lane if the ego vehicle is following and/or an object is driving in the free adjacent lane, or the ego vehicle makes a steering movement so that the driving path pointing past the current target.
  • a device for data processing comprising means for executing the method described above.
  • the device for data processing can have a computing device, in particular an electronic control unit (ECU), which is installed on the motor vehicle.
  • the device for data processing can also be or have an external device such as a personal computer.
  • the device for data processing can be on the motor vehicle have built-in output interface.
  • the output interface built into the motor vehicle can be connected to the computing device and enable the motor vehicle-external part of the data processing device to pick up the signals/data required for executing the method on the motor vehicle.
  • the device for data processing can have an intelligent, processor-controlled unit that can communicate with other modules, e.g. via a central gateway (CGW), and/or the device can, e.g. via fieldbuses such as the CAN bus, LIN bus, MOST Bus and FlexRay and/or via Automotive Ethernet, possibly together with one or more telematics control devices, form a vehicle electrical system.
  • CGW central gateway
  • the data processing device can be designed to control functions relevant to the driving behavior of the motor vehicle, such as engine control, power transmission, a braking system and/or a tire pressure monitoring system.
  • individual or all driver assistance systems such as a parking assistant, an adapted cruise control (ACC, adaptive cruise control), a lane departure warning system, a lane change assistant, a traffic sign recognition, a light signal recognition, a start-up assistant, a night vision assistant, and/or an intersection assistant controlled by the device.
  • a parking assistant an adapted cruise control (ACC, adaptive cruise control), a lane departure warning system, a lane change assistant, a traffic sign recognition, a light signal recognition, a start-up assistant, a night vision assistant, and/or an intersection assistant controlled by the device.
  • ACC adapted cruise control
  • a lane departure warning system such as a lane departure warning system
  • a lane change assistant such as a traffic sign recognition, a light signal recognition, a start-up assistant, a night vision assistant, and/or an intersection assistant controlled by the device.
  • a motor vehicle in particular an automobile, can be provided as the ego vehicle, which has the device for data processing described above, wherein the device for data processing comprises means for executing the method.
  • the motor vehicle can be automated.
  • the automated motor vehicle can be designed to at least partially and/or temporarily assume transverse and/or longitudinal guidance during automated driving of the motor vehicle. This can be controlled, in particular regulated, by means of the driver assistance system.
  • Automated driving can take place in such a way that the motor vehicle moves (largely) autonomously.
  • the motor vehicle can Be a motor vehicle of autonomy level 1, ie have certain driver assistance systems that support the driver in operating the vehicle, such as the adaptive cruise control (ACC).
  • ACC adaptive cruise control
  • the motor vehicle can be a motor vehicle with autonomy level 2, i.e. it can be partially automated in such a way that functions such as automatic parking, lane keeping or lateral guidance, general longitudinal guidance, acceleration and/or braking are taken over by driver assistance systems.
  • the motor vehicle can be a motor vehicle with autonomy level 3, i.e. conditionally automated in such a way that the driver does not have to continuously monitor the vehicle system.
  • the motor vehicle independently performs functions such as triggering the turn signal, changing lanes and/or staying in lane.
  • the driver can turn to other things, but if necessary the system will prompt the system to take over the lead within a warning period.
  • the motor vehicle can be a motor vehicle with autonomy level 4, i.e. so highly automated that the driving of the vehicle is permanently taken over by the vehicle system. If the driving tasks can no longer be mastered by the system, the driver can be asked to take control.
  • autonomy level 4 i.e. so highly automated that the driving of the vehicle is permanently taken over by the vehicle system. If the driving tasks can no longer be mastered by the system, the driver can be asked to take control.
  • the motor vehicle can be a motor vehicle with autonomy level 5, i.e. so fully automated that the driver is not required to perform the driving task. No human intervention is required other than setting the target and starting the system.
  • the motor vehicle can do without a steering wheel and pedals.
  • the autonomy levels described above may correspond to those of SAE J3016.
  • a computer program or a computer-readable (storage) medium comprising instructions which, when the program is executed by a computer, cause the computer to carry out the method described above.
  • the computer program or the computer-readable (memory) medium can include the instructions in the form of a program code which, when it is executed on a computing unit or computing device, executes the above method.
  • the program code can be in any code, in particular in a code that is suitable for processing in a motor vehicle.
  • the computer-readable storage medium comprising a computer program as defined above can be any digital data storage device, such as a USB stick, a hard disk, a CD-ROM, an SD card and/or an SSD card. However, the computer program can additionally or alternatively also be obtained elsewhere, e.g. via the Internet.
  • FIGS. 1 and 2 An embodiment with reference to FIGS. 1 and 2 is described below.
  • FIG. 1 schematically shows a flowchart of a method for determining the presence of a predetermined driving situation and for recognizing a start time and an end time of the predetermined driving situation when driving with an activated driver assistance system for longitudinal control of an ego vehicle, and
  • FIG. 2 shows, schematically and by way of example, several driving situations to which the method from FIG. 1 is applied.
  • the method includes detecting the presence of a predetermined driving situation and detecting a start time and an end time of the predetermined driving situation a trip with an activated driver assistance system for a longitudinal control of an ego vehicle essentially three steps S1 - S3.
  • the method is executed in parallel and in each case for a plurality of different predetermined driving situations by a system or a device for data processing, which uses signals comprising sensor data as input data for the method, which are used by the driver assistance system for longitudinal control.
  • the driver assistance system here is an adaptive cruise control.
  • the determination of the existence of the predetermined driving situation and the recognition of the start time and the end time of the predetermined driving situation is based on this sensor data, i.e. no additional reference measuring technology is used.
  • the existence of the predetermined driving situation is determined if the potential existence of the predetermined driving situation has been determined and a predetermined condition is met.
  • a third step S3 of the method the end of the existence of the predetermined driving situation is determined and the end time is recognized when the existence of the predetermined driving situation has been determined and a predetermined end condition is met.
  • the end condition can be met if a predetermined period of time has elapsed since the start time was detected.
  • Function 2 presented above is designed to detect the previously described predetermined driving situation “approaching”.
  • the function 3 shown in the middle is designed to detect the previously described predetermined driving situation “cutting in”.
  • Function 4 shown below is designed to detect the previously described predetermined driving situation “ZO - detour”.
  • the ego vehicle 11 approaches a vehicle 13 driving ahead.
  • the adaptive cruise control of the ego vehicle 11 detects the vehicle 13 driving ahead, to which no regulation has taken place so far and which has a lower longitudinal speed than the ego vehicle 11, the direction of which corresponds to that of the ego vehicle 11 or is not opposite (i.e. the vehicle 13 is not an oncoming object).
  • the data processing system executing function 2 which is located in ego vehicle 11 and picks up the signals from ego vehicle 11, therefore determines in the first step S1 of the method that the initial condition for the “approaching” driving situation is met.
  • Function 2 therefore determines the potential existence of the “approaching” driving situation (see dashed marking in the timeline for function 2 in FIG. 1) and recognizes or sets the start time for the “approaching” driving situation as soon as the initial condition is met.
  • Function 2 now checks cyclically whether one of the other functions 3, 4 recognizes their respective driving situation. If this were the case, then function 2 would Abort the procedure and start again. The potential existence of the “approaching” driving situation would be rejected. Furthermore, function 2 cyclically checks whether a predetermined condition that is additional to the initial condition is met, ie, in the “approaching” driving situation, whether an intervention (eg by braking) in the longitudinal guidance of ego vehicle 11 is taking place. As soon as this occurs, the status of the detection of the driving situation "approach” changes from potential to detected, ie the presence of the predetermined driving situation is finally determined (see the filled-in marker in the timeline at function 2 in FIG. 1).
  • function 2 would have aborted the method after the first step S1, as is the case, for example, initially with the driving situation “ZO – Ausscherer” provided function 4 is the case.
  • Function 4 therefore determines the potential existence of the driving situation “ZO detour” (see dashed marking in the timeline at function 4 in FIG. 1).
  • the vehicle 13 in front does not change lanes and the lateral speed of the vehicle 13 goes to zero (i.e. there is no longer a lateral speed), so that the initial condition for the driving situation "ZO detour" is no longer applicable and function 4 follows the method of the first Step S1 terminates before the driving situation "ZO deviating" can finally be recognized in the second step S2 of the method.
  • function 2 carries out the third step S3 of the method in order to determine that the predetermined driving situation “approaching” has ended and to set the end time/ recognize.
  • the end of the presence of the predetermined driving situation "approach” is determined and the end time is set as soon as the predetermined end condition of the Driving situation "approach” is met, ie as soon as the distance to the vehicle 13 driving ahead is adjusted.
  • the end condition can also be met if a predetermined period of time has elapsed since the start time was detected.
  • function 3 determines that the vehicle 12 has changed lanes to the ego lane and the driving situation "cutting in” is recognized as such (see filled-in marking in the timeline for function 3 in Figure 1 ).
  • function 3 determines that vehicle 12 that has cut in is leaving the ego's lane again, so that the end condition for the “cutting in” driving situation is met.
  • the end time is set/recognized accordingly.
  • function 4 establishes that vehicle 13 driving ahead is (again) the target object to which control is applied, so that the end condition for the driving situation “ZO veering out” is met.
  • the end time is set/recognized accordingly.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Human Computer Interaction (AREA)
  • Traffic Control Systems (AREA)

Abstract

L'invention concerne un procédé de détection d'une occurrence d'une situation de conduite prédéfinie et d'identification d'un instant de début et d'un instant de fin de la situation de conduite prédéfinie pour un trajet en utilisant un système d'aide à la conduite activé pour la commande longitudinale d'un véhicule Ego (11), le procédé consistant à : détecter (S1) une occurrence potentielle de la situation de conduite prédéfinie et identifier l'instant de début lorsqu'une condition initiale prédéfinie est satisfaite; détecter (S2) l'occurrence de la situation de conduite prédéfinie lorsque l'occurrence potentielle de la situation de conduite prédéfinie a été détectée et qu'une condition prédéfinie est satisfaite; et détecter (S3) la fin de l'occurrence de la situation de conduite prédéfinie et identifier l'instant de fin lorsque l'occurrence de la situation de conduite prédéfinie a été détectée et qu'une condition de fin prédéfinie est satisfaite.
EP22836068.1A 2021-12-16 2022-12-13 Procédé et système de détection d'une occurrence d'une situation de conduite prédéfinie pendant un trajet en utilisant un système d'aide à la conduite activé Pending EP4448362A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021133443.8A DE102021133443A1 (de) 2021-12-16 2021-12-16 Verfahren und vorrichtung zum feststellen eines vorliegens einer vorbestimmten fahrsituation bei einer fahrt mit einem aktiviertem fahrassistenzsystem
PCT/EP2022/085475 WO2023110785A1 (fr) 2021-12-16 2022-12-13 Procédé et système de détection d'une occurrence d'une situation de conduite prédéfinie pendant un trajet en utilisant un système d'aide à la conduite activé

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EP4448362A1 true EP4448362A1 (fr) 2024-10-23

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US (1) US20250042406A1 (fr)
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CN (1) CN118354948A (fr)
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WO (1) WO2023110785A1 (fr)

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DE102023134961A1 (de) 2023-12-13 2025-06-18 Valeo Schalter Und Sensoren Gmbh Verfahren zum Betreiben einer automatischen Distanzregelung in einem Kraftfahrzeug

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DE102005032182A1 (de) 2005-07-09 2007-01-18 Bayerische Motoren Werke Ag Verfahren zur Regelung der Geschwindigkeit eines Kraftfahrzeugs
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JP5969220B2 (ja) * 2012-02-28 2016-08-17 株式会社日本自動車部品総合研究所 車間距離制御装置
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DE102021133443A1 (de) 2023-06-22
CN118354948A (zh) 2024-07-16

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