Method for guiding a vehicle and a driver assistance system

Abstract

A method for guiding a vehicle, at least one parameter of the surroundings of the vehicle being detected by at least one sensor; a travel corridor being ascertained based on the parameter; a trajectory being ascertained as a function of at least one other parameter within the travel corridor; and the guidance of the vehicle being adapted as a function of the ascertained trajectory.

Description

FIELD OF THE INVENTION

The present invention relates to a method for guiding a vehicle and a driver assistance system.

BACKGROUND INFORMATION

Different driver assistance systems are known from the related art, using which an assistance of the driving function of the vehicle and other functions of the vehicle are carried out, such as an automatic cruise control, a collision warning, a lane keeping assistant, a night vision camera having person recognition, a parking assistant for automatically parking the vehicle, and a lane change assistant for recognizing a vehicle in the blind spot. Different driver assistance systems are discussed in the article “Zukunft der Fahrerassistenz mit neuen E/E-Architekturen”, ATZ Elektronik, 04/2011, pages 8 through 15.

SUMMARY OF THE INVENTION

The object of the present invention is to provide an improved method for guiding a vehicle and an improved driver assistance system.

The object of the present invention is achieved by the method according to the description herein, and by the driver assistance system according to the description herein. Further advantageous specific embodiments of the present invention are indicated in the the further descriptions herein.

One advantage of the described method is that a travel corridor for guiding a vehicle is ascertained as a function of a surroundings parameter and that a trajectory, which is used to guide the vehicle, is ascertained as a function of another parameter within the travel corridor. In this way, an improved guidance of the vehicle is achieved, since the actual trajectory is ascertained in a two-stage method. First, a travel corridor is ascertained based on a surroundings parameter. The travel corridor is, however, usually wide enough for another refinement to be still possible as a function of another parameter. The trajectory to be actually travelled is now ascertained within the travel corridor as a function of the other parameter. It is thus possible to take into account other parameters in addition to the surroundings, i.e., the road width, the road curvature, and the traffic situation, for optimally establishing the trajectory.

In another specific embodiment, the other parameter is a parameter of the movement of the vehicle and/or an operating parameter of the engine of the vehicle and/or an operating parameter of a brake of the vehicle and/or an operating parameter of a steering of the vehicle and/or a driver's intent. Taking into account the movement of the vehicle makes it possible, for example, to optimize a transverse acceleration of the vehicle or a longitudinal acceleration of the vehicle. In addition, taking into account an operating parameter of the engine may enable an efficient utilization of the torque or fuel-efficient driving, for example. Furthermore, an optimized braking action may be achieved with the aid of a corresponding selection of the trajectory using an operating parameter of the brake. In addition, an optimized trajectory may be ascertained by taking into account the steering angle of the vehicle and/or the driver's intent. For example, it may be taken into account whether the driver requests a high or a low torque.

In another specific embodiment, an availability of an actuator of the vehicle and/or an actuating reserve of an actuator of the vehicle may be used as another operating parameter. In this way, it may be checked prior to establishing the trajectory whether the actual function of the vehicle, such as further braking, further acceleration, stronger steering of the vehicle, is at all possible.

In this way, the actual possibilities of the vehicle are taken into account when selecting the trajectory.

In another specific embodiment, the vehicle is guided along the ascertained trajectory with the aid of longitudinal control and/or transverse control.

In another specific embodiment, the trajectory is ascertained by taking into account a strategy, e.g., of a maximum comfort for the driver or a maximum dynamic of the vehicle movement. In this way, the trajectory may be adapted to the situation or to the individual needs of the driver.

In another specific embodiment, an evaluation function is provided which has an influence on the ascertainment of the trajectory as a function of the requirements of other functions of the vehicle. It is thus ensured that in addition to the guidance function of the vehicle, other functions of the vehicle are also taken into account. In an electric vehicle, an empty battery may, for example, require a different movement function than a fully charged battery.

In another specific embodiment, an interface is provided for outputting a piece of information to a driver and/or for inputting a piece of information by the driver. In this way, the driver may be informed about the selected trajectory. In addition, the driver may have an influence on the parameters and/or the selection of the trajectory. For example, the driver may predefine the desired strategy for ascertaining the trajectory via a corresponding input.

In another specific embodiment, a surroundings situation is ascertained based on a model and a situational analysis is carried out as a function of at least one operating parameter. The travel corridor is ascertained based on the situational analysis.

The present invention is elucidated below in greater detail with reference to the figures.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a schematic illustration of a driver assistance system.

FIG. 2 shows a first driving situation.

FIG. 3 shows a second driving situation.

FIG. 4 shows a third driving situation.

FIG. 5 shows a schematic configuration of a driver assistance system.

DETAILED DESCRIPTION

FIG. 1 shows in a schematic illustration a driver assistance system for guiding a vehicle. The guidance of a vehicle includes the vehicle guidance and the vehicle movement control. Both domains distinguish themselves by different types of tasks. The vehicle guidance includes a trajectory planning for a travel corridor having an anticipation horizon in an order of magnitude of, for example, 10 m to 100 m, which roughly corresponds to a time period of 1 second to 10 seconds. The vehicle movement control is concerned with setting the planned trajectory within the travel corridor in the sense of a control having an anticipation horizon in a range of <10 m, i.e., of anticipation times <1 s.

The difference between the tasks enables an organizational separation and the provision of an interface between the two domains of the driving task. It is therefore proposed to provide a function vehicle guidance 1 and a function vehicle movement control 2 which are interconnected via an interface 3, as shown in FIG. 1. Vehicle guidance 1 is connected to vehicle movement control 2 via interface 3, interface 3, however, being usable for all driver assistance functions. The travel corridor predefined by vehicle guidance 1 is used by vehicle movement control 2 in order to establish a concrete trajectory as a function of another parameter. Here, vehicle movement control 2 takes into account other boundary conditions with regard to a dynamics potential of the vehicle and to the actuating potentials of actuators of the vehicle. Vehicle guidance 1 is connected to multiple sensors 4 for detecting a parameter of the surroundings. Sensors 4 may, for example, be configured as radar sensors, video sensors, lidar sensors, and ultrasonic sensors. The signals of sensors 4 are transmitted to a first processing unit 5. The signals of sensors 4 are subjected to a signal processing, and a surroundings model is subsequently prepared with the aid of a model-based estimation. Here, surrounding objects, such as pedestrians, cyclists, car drivers, or also intersections, traffic lights, routing of roads, road width, traffic density, weather conditions, etc., are detected to model the surroundings. In addition, information of a digital map regarding the routing of the road, the traffic regulation, and other circumstances may be taken into account.

Subsequently, a situational analysis is carried out and action planning for establishing the travel corridor is carried out. As a function of the selected specific embodiment, parameters and criteria, in particular optimizing criteria, which, for example, result in particularly comfortable movement sequences or a particular dynamic, e.g., a high speed reduction, may already be considered when planning the travel corridor. Moreover, boundary conditions may be taken into account with regard to the vehicle dynamics potential, e.g., described by a friction value, and with regard to the actuating potentials of the actuators, e.g., described as an availability of the actuating systems and their actuating reserves. This information is transmitted in the form of a status feedback from vehicle movement control 2 to first processing unit 5. Vehicle guidance 1 is carried out, taking into account a vehicle guidance task, e.g., a longitudinal guidance of the vehicle to a predefined target, a transverse guidance of the vehicle within a roadway, or other inputs, e.g., a low-emission operation of the vehicle, a rapid reaching of a target point, a fuel-efficient operation of the vehicle, etc. These tasks are taken into account by first processing unit 5 during action planning. As a function of the selected specific embodiment, a second interface 6 may be provided via which vehicle guidance 1 and/or vehicle movement control 2 may output information to the driver or may obtain information from the driver. The information may be output visually, haptically and/or acoustically. The information may be input via a corresponding input arrangement, e.g., a touch screen.

First processing unit 5 is connected to a second processing unit 7 of vehicle movement control 2 via interface 3. Second processing unit 7 is connected to actuators 9 of the vehicle via signal and control lines 8. An actuator is understood to mean all types of controllable actuating systems, such as a braking system, an engine transmission, and a steering system of the vehicle. In addition, second processing unit 7 is connected to other sensors 10 which detect operating parameters of the vehicle, for example. For example, a speed sensor may be provided as another sensor 10. In addition, other sensor 10 may, for example, be configured as an acceleration sensor. Second interface 6 uses the predefined travel corridor to compute a trajectory and the setpoint values for the vehicle movement corresponding to the trajectory, taking into account the states of actuators 9 and of the other operating parameters of the vehicle. The setpoint values for the vehicle movement are compared to the actual values of the vehicle movement in the sense of a control. Control values for actuating systems 9 which lead to an implementation of the ascertained trajectory result from the comparison.

When computing the setpoint values for the vehicle movement, i.e., when ascertaining the trajectory, second interface 6, for example, takes into account a status and/or an actuating reserve of the at least one actuating system.

The proposed structure has the advantages that interface 3 is universal and may be used by different driver assistance functions. In addition, the structure offers free space for taking into account the present boundary conditions in vehicle movement control 2. Furthermore, there is task separation between vehicle guidance 1 and vehicle movement control 2.

FIG. 2 shows a diagram of a driving situation in which a longitudinal cruise control is carried out by the driver assistance system. The diagram shows time t, time t=0 corresponding to the presence and time t>0 illustrating an anticipation time pointing to the future. In addition, a distance s to a preceding vehicle is indicated. The position coordinates refer to a reference point in the vehicle, e.g., a center of the rear axle. Reference symbol s refers to the traveled arc length. At point in time t=0, the vehicle is at arc length s=0.

One exemplary embodiment for a purely longitudinal guidance is described in the following. FIG. 2 shows the available travel corridor for anticipation time tH. A trajectory of a preceding vehicle is illustrated in the form of a line 12 having starting point SD0. An automatic cruise control is provided as the driver assistance system. It is assumed that the preceding vehicle moves at a constant speed. The driver assistance system intends to set a distance which is predefined by a predefined time gap Δt. By subtracting the complete distance from the distance to preceding vehicle 12, the upper limit of corridor 13 is obtained. Corridor 13 for the movement of the vehicle is limited by setpoint distance 14 to the preceding vehicle. Setpoint distance 14 is established by predefined time gap Δt and speed va0 of the preceding vehicle.

In the illustrated exemplary embodiment, setpoint distance 14 is also illustrated by a straight line which starts at point in time t=0 having arc length SC0. The time gap may, for example, be predefined by the driver or be preset. Travel corridor 13 illustrated in FIG. 2 is relayed from first processing unit 5 to second processing unit 7. Second processing unit 7 now ascertains a trajectory 15 within travel corridor 13 which is illustrated as a line. Here, second processing unit 7 takes into account predefined parameters and/or predefined states of actuating systems, as described above. In addition, the vehicle is controlled in such a way that the vehicle follows trajectory 15.

In principle, the travel corridor, i.e., the travelable space, may be characterized by different types of descriptions: predefining an area by path coordinates as a function of anticipation time t using path coordinates x, y or alternatively the distance from preceding vehicle s. Purely longitudinal functions may use arc length s against anticipation time t. In the case of purely transverse functions, the dependence against the anticipation time may be omitted. Here, the y coordinate is against the x coordinate. In addition, a central path through an arc length s may be used as a function of anticipation time t and curvature k may be used as a function of arc length s. Furthermore, a tolerance band may be indicated around the central path. This type of description is also scalable. Purely longitudinal functions use arc length s against time t. Purely transverse functions use curvature k against arc length s. In addition, functions combined from longitudinal and transverse functions may be used. Furthermore, a file having a maneuver catalog may be used in which a selection of predefined maneuvers is stored. A maneuver may be selected from the maneuver catalog and adapted to the present situation using the specific present parameters. In addition, a tolerance band around the predefined maneuver path may be indicated. The predefined maneuver is converted into a maneuver path with the aid of the present parameters of the instantaneous situation.

FIG. 3 shows another specific embodiment in which a travel corridor 13 is used for a purely transverse guidance. FIG. 3 shows vehicle 11 in the x-y plane. Reference symbol x denotes the coordinate in the direction of the vehicle longitudinal axis. At point in time t=0, the vehicle is at x=0. Reference symbol y denotes the coordinate direction of the vehicle transverse axis. At point in time t=0, the vehicle is at y=0. FIG. 3 shows a transverse coordinate y against a longitudinal coordinate x up to an anticipation horizon xH. First processing unit 5 ascertains a travel corridor 13 which is between a left-hand corridor limit 16 and a right-hand corridor limit 17. Vehicle 11 moves along travel corridor 13 in the x direction. Travel corridor 13 maybe described by spherical segments for left- and right-hand corridor limits 16, 17 using the parameters transverse offset, angle, and curvature. In addition, clothoid segments may be provided for left- and right-hand corridor limits 16, 17 using the parameters transverse offset, angle, and curvature, as well as change in curvature. In addition, left- and right-hand corridor limits 16, 17 may be established with the aid of coordinate points (x, y) between which corridor limits 16, 17 are interpolated.

FIG. 4 shows the description of a purely transverse left-hand corridor limit 16 as a spherical segment, having the following parameters: y_co: transverse offset of the limit relative to the reference point in vehicle 11, A_co: differential angle between the tangent and the longitudinal axis of the vehicle, k being the curvature of the left-hand coordinate limit, and xH being the anticipation horizon.

In another specific embodiment, in addition to transmitting the travel corridor to second processing unit 7, a strategy order may also be relayed to second processing unit 7. The strategy order may, for example, be established via a corresponding input by the driver or stored in a memory of the vehicle. A strategy order establishes what boundary condition vehicle movement control 2 must observe when planning the concrete trajectory within the travel corridor. Examples of such strategy orders are:

Optimization order, using which an optimization goal for the vehicle movement control is carried out. A maximization of the driving comfort or a maximization of the dynamic, i.e., maximum acceleration or maximum braking action, may be used as the optimization goal, for example.

Interaction Order Function-Driver

Here, the driver may be warned about a critical situation via a just noticeable intervention into an actuating system of the vehicle, e.g., via a short braking jolt or via a small steering torque, the driver may continue to have sovereignty over the actuating system. In addition, the interaction function may not become active until the driver triggers the interaction function, for example, by operating the brake pedal or the steering wheel. Furthermore, the interaction function may be triggered automatically, the interaction function being active for a limited period of time unless the driver interrupts the interaction function before this time period elapses. In addition, the interaction function may be active for an unlimited period of time unless the driver assumes sovereignty over the vehicle movement beforehand.

FIG. 5 shows in a schematic illustration an example of the configuration of vehicle control 2 using second processing unit 7. In the illustrated exemplary embodiment, a drivetrain (engine and transmission) 20 is activated for acceleration, an electronic stability program (ESP) 21 is activated for braking actions and interventions into the transverse dynamics via unilateral braking actions, and an electric power steering (EPS) 22 is activated for interventions into the steering torque. In the illustrated exemplary embodiment, requests from other function domains 23 may also be taken into account. To take into account other function domains 23, a decider 24 is provided which is also connected to vehicle guidance 1. Decider 24 decides as a function of established regulations whether vehicle guidance 1 or another domain is processed by second processing unit 7. As a function of the selected specific embodiment, it may be possible to omit decider 24, and vehicle guidance 1, as illustrated in FIG. 1, may be connected directly to second processing unit 7. This is for example the case when only driver assistance functions pose requests. Decider 24 is connected to second processing unit 7. Second processing unit 7 plans a concrete trajectory in the travel corridor, for example, according to a strategy order and/or a vehicle dynamics potential (friction value) and/or an actuating potential (availability and actuating reserve) of an actuating system. To obtain this trajectory, setpoint values of the vehicle movement variables, e.g., acceleration for the longitudinal movement and/or for the transverse movement, are ascertained. The setpoint values are compared to the present actual values. Control values which are, for example, supplied to a longitudinal controller 25 and a transverse controller 26 are ascertained from the comparison. Longitudinal controller 25 converts the control difference of the acceleration into activation values for drivetrain 20 and ESP 21 and relays these to ESP 21 and drivetrain 20. Transverse controller 26 ascertains activation values for the ESP (e.g., yaw torques via a unilateral brake intervention) from the control difference and the setpoint values and/or, via additional steering torque controller 27, activation values for the EPS in the form of a steering torque intervention via an electric power steering.

As a function of the selected specific embodiment, second processing unit 7 takes into account one optimizing criterion which may, for example, include the following criteria:

comfortable longitudinal movement and minimization of the longitudinal acceleration, etc.

${\int }_0^{t_H}a_x^2t\to \mathrm{MIN}$

where a_x is the acceleration in the x direction and tH is the anticipation time,

or minimization of the longitudinal jolt (time derivative of the longitudinal acceleration)

${\int }_0^{t_H}{\stackrel{.}{a}}_x^2t\to \mathrm{MIN}$

where {dot over (a)}_x is the derivative of the acceleration in the x direction and tH is the anticipation time,

comfortably transverse:

minimization of the transverse acceleration,

${\int }_0^{x_H}a_y^2x\to \mathrm{MIN}$

where a_y is the acceleration in the y direction and xH is the anticipation horizon,

or of the transverse jolt (time derivative of the transverse acceleration)

${\int }_0^{x_H}{\stackrel{.}{a}}_y^2x\to \mathrm{MIN}$

where {dot over (a)}_y is the time derivative of the acceleration in the y direction and xH is the anticipation horizon, comfortably combined:

minimization of the total acceleration,

${\int }_0^{t_H}\left(a_x^2+a_y^2\right)t\to \mathrm{MIN}$

or of the total jolt,

${\int }_0^{t_H}\left({\stackrel{.}{a}}_x^2+{\stackrel{.}{a}}_y^2\right)t\to \mathrm{MIN}$

highly dynamically longitudinal:

maximization of the speed reduction,

$\Delta v={\int }_0^{t_H}a_xt\to \mathrm{MAX}$

highly dynamically combined:

maximization of the speed reduction while predefining a transverse offset.

In addition to the illustrated optimization orders, an optimization with regard to the energy consumption, the exhaust gas emission, etc., may also be predefined.

Claims

1-11. (canceled)

12. A method for guiding a vehicle, the method comprising: detecting at least one parameter of the surroundings of the vehicle by at least one sensor;ascertaining a travel corridor based on the parameter;ascertaining a trajectory as a function of at least one other parameter within the travel corridor; andadapting the guidance of the vehicle as a function of the ascertained trajectory.

13. The method of claim 12, wherein the other parameter is a parameter of at least one of the movement of the vehicle, an operating parameter of an engine of the vehicle, an operating parameter of a brake of the vehicle, an operating parameter of a steering of the vehicle, and a driver's intent.

14. The method of claim 12, wherein an availability of an actuator of the vehicle and/or an actuating reserve of an actuator of the vehicle is the other operating parameter.

15. The method of claim 12, wherein the guidance of the vehicle includes a longitudinal control of the vehicle movement and/or a transverse control of the vehicle movement.

16. The method of claim 12, wherein the trajectory is ascertained by taking into account a strategy, in particular of a maximum comfort for the driver or a maximum dynamic of the vehicle movement.

17. The method of claim 12, wherein an evaluation function is provided which has an influence on the ascertainment of the trajectory as a function of the requirements of other functions of the vehicle.

18. The method of claim 12, wherein an interface is provided for outputting a piece of information to the driver and/or for inputting a command by the driver.

19. The method of claim 12, wherein a surroundings situation is ascertained based on a model, and a situational analysis, which represents a base for the ascertainment of the trajectory, takes place as a function of the at least one operating parameter.

20. The method of claim 12, wherein the travel corridor is planned for a longer anticipation time than the trajectory.

21. A driver assistance system, comprising: a computing unit for guiding a vehicle, by performing the following: detecting at least one parameter of the surroundings of the vehicle by at least one sensor;ascertaining a travel corridor based on the parameter;ascertaining a trajectory as a function of at least one other parameter within the travel corridor; andadapting the guidance of the vehicle as a function of the ascertained trajectory.

22. The driver assistance system of claim 21, further comprising: a vehicle guidance which ascertains the travel corridor; anda vehicle control which ascertains the trajectory based on the travel corridor and which controls the movement of the vehicle;wherein the vehicle guidance is connected to the vehicle control via an interface.