DE102009047264A1 - Method for support of driver of vehicle, involves determining environment of vehicle and determining prospective driving direction at branching, crossing or curve by evaluation of driven trajectory - Google Patents

Abstract

The method involves determining environment of a vehicle and determining a prospective driving direction at the branching, crossing or curve by evaluation of a driven trajectory. The method involves issuing a reference to the driver.

Description

State of the art

The invention relates to a method for assisting a driver of a vehicle in a driving maneuver.

To assist the driver of a vehicle different driver assistance systems are known. Such driver assistance systems include, for example, systems that assist the driver in parking the vehicle. Furthermore, systems are known which assist the driver when driving the vehicle to maintain a sufficient distance to a preceding vehicle.

In the driver assistance systems that assist a driver when parking, a distinction is made in systems that measure the distance to objects in the vicinity of the vehicle and inform the driver about the distance to the corresponding objects. The information to the driver can be done, for example, visually or acoustically. Furthermore, systems are known which actively support the driver during the parking process. This is done, for example, by calculating a suitable driving trajectory and giving the driver steering instructions to drive the trajectory. Alternatively, automatic systems are available in which the control of the vehicle is taken over by the system. In this case, the driver only has to take over the longitudinal guidance, that is to say brakes and acceleration of the vehicle. For fully automatic systems, the longitudinal guide is also adopted by the system. The driver then falls to just a monitoring task.

For example, a collision avoidance system is off DE-A 10 2004 048 530 known. In this system, the existing driving space is detected around the vehicle and calculated distance values between the vehicle and possibly occurring obstacles in the vicinity of the vehicle. Depending on the position of the vehicle, the speed and the position of the existing obstacles different trajectories are determined depending on different driving strategies.

This in DE-A 10 2004 048 530 While the disclosed system can assist the driver in maneuvering and calculating trajectories to avoid collisions. However, if driving in multiple directions is possible, for example at an intersection or a T-junction, assistance from the driver is only possible when the turn is already started. A prediction of the possible turning behavior does not take place.

Disclosure of the invention

Advantages of the invention

• (a) Erfassen der Umgebung des Fahrzeugs und Prüfen, ob eine Abzweigung, eine Kreuzung oder Kurve zu durchfahren sind,
• (b) Bestimmung einer voraussichtlichen Fahrtrichtung an der Abzweigung, Kreuzung oder Kurve durch Auswertung einer gefahrenen Trajektorie und/oder der Daten der Umgebung,
• (c) Ausgabe eines Hinweises an den Fahrer, um ein Abbiegen entsprechend der voraussichtlichen Fahrtrichtung mit so wenig Rangierzügen wie möglich zu ermöglichen oder Durchführen eines automatischen Lenkeingriffs, um ein Abbiegen entsprechend der voraussichtlichen Fahrtrichtung mit so wenig Rangierzügen wie möglich durchzuführen.

The method according to the invention for assisting a driver of a vehicle in a driving maneuver comprises the following steps:

• (a) detecting the surroundings of the vehicle and checking whether to make a turn, intersection or turn,
• (b) determining an anticipated direction of travel at the junction, intersection or curve by evaluating a driven trajectory and / or the data of the environment,
• (C) output an instruction to the driver to allow turning in accordance with the expected direction of travel with as few shunting trains as possible or perform an automatic steering intervention to perform a turn corresponding to the expected direction of travel with as few shunting trains as possible.

The determination of the probable direction of travel at a junction makes it possible to calculate a suitable trajectory in time before the actual turning maneuver, which allows a turn corresponding to the expected direction of travel with as few maneuvering trains as possible. In particular, it may be possible to calculate a trajectory even at bottlenecks in such a way that turning in a shunting train is possible.

The method according to the invention can be used, for example, for driving maneuvers through narrow streets or paths or, for example, when parking forward in transverse parking spaces. In particular, however, the method is suitable for assisting the driver of a vehicle in driving maneuvers through narrow streets or paths. The narrow streets or paths can be, for example, passages in a parking garage. Typical other situations in which driving maneuvers occur in narrow streets are, for example, narrow streets in villages, especially in old towns.

By detecting the surroundings of the vehicle, a collision with objects in the surroundings of the vehicle can additionally be avoided since these are recognized as obstacles.

The detection of the surroundings of the vehicle takes place with conventional sensors known to the person skilled in the art. Such sensors are for example distance sensors, as they are already used in known parking assistance systems. Suitable distance sensors are, for example, ultrasonic sensors, radar sensors, infrared sensors, capacitive sensors or LIDAR sensors. Additionally or alternatively to capture the environment with Distance sensors is also an optical detection, for example, conceivable by a video system. Stereovideo systems are particularly suitable for this purpose.

From the thus acquired data of the environment of the vehicle, a map can be set up. Alternatively, it is also possible to update an already stored map based on the currently measured data. The detected and constructed map or the updated map contains information about the trafficability of the surroundings of the vehicle. For example, non-passable and portable or accessible obstacles are entered or classified in the map. You can also enter moving objects in the map. Continuous updating of the map also detects the direction of movement of the moving objects. Such moving objects are for example pedestrians, cyclists or other vehicles.

If objects are detected as obstacles only during the turn, it is possible, for example, to calculate a changed trajectory that allows a circumvention of such an obstacle. Alternatively, it is also possible, in particular if it is not possible to avoid the detected obstacle, to warn the driver to brake the vehicle or to initiate an automatic braking process. With only a small passage width, it is alternatively possible to decelerate the vehicle to a reasonable speed.

If it is detected on the trajectory traversed and the detected environment that the driver wishes to turn, then a support during the turning process is possible. For this purpose, suitable trajectories are calculated, which allow a turning of the vehicle with as few maneuvering maneuvers in the existing space. If, due to the available space, it becomes apparent that a turning maneuver is not possible, the driver is preferably informed of this. The information of the driver can be made, for example, by output on a suitable display device, for example a screen of an on-board computer.

In addition to detecting the surroundings of the vehicle with suitable sensors, it is also possible to record the surroundings from map data and / or from landmarks. To capture the environment from map data, maps of a navigation system, for example GPS map data, can be used, for example. If map data and / or landmarks are used to detect the surroundings of the vehicle, detection with suitable distance sensors is preferably additionally carried out in order to detect, in particular, changing objects, for example parked vehicles or even moving objects, and thus obtain a precise image of the surroundings at the time of To get through. From the vehicle surroundings data determined in this way, a passable area and therein a lane are determined.

The detection of the environment can also be done from environment maps. For example, if it is desired to park in a parking garage, an environment map of the parking garage is transmitted to the driver assistance system. The environment map may contain information about parking space occupancy. With the help of this parking lot information, the driver can then be directed to the next or to a desired free parking space, as in the case of a navigation system. However, the driving of the vehicle to the desired free parking space or the nearest free parking space can also be automated, for example, whereby, for example, the steering is taken over by the system in support of the driver. Once the desired parking space is reached, the driver can be supported when parking. The area map can also assist the driver when leaving the car park. Also, information about exits, parking ticket machines and the presentation of other information may be included.

If no environment map is available, a possible free parking space must be searched by the driver. In this case, the system recognizes possible parking spaces and then offers assistance with parking after recognizing the parking space. However, navigation support can not be provided in this case. Also support in the vehicle guidance, for example, when turning or driving around tight corners, is only possible if a desired destination from surrounding data, which are contained for example in an environment map, win.

In order to determine the anticipated direction of travel by evaluating a driven trajectory, in particular the lane and a possible deviation of the vehicle from the lane are considered. A driver usually gets out of tight bends before passing the curve. By taking out a larger space is available for passage and driving through without additional maneuvering is possible.

In states with legal traffic is usually driven on narrow roads on the right side. Thus, when approaching a T-junction, it may be assumed that the left lane is the anticipated direction of travel when the lane is stopped before the turn. If it is only possible to drive straight ahead or turn right, holding the track will produce a Driving straight ahead assumed as possible driving direction. When approaching an intersection, the anticipated direction of travel is assumed to be a turn to the left or a straight ahead drive as the expected direction of travel. In this case, it would be necessary, for example, to differentiate on the basis of further driving maneuvers whether a straight-ahead drive or a turning to the left is desired. Alternatively, it is also possible to determine, for example by evaluating the wheel position and the distance to the location of the latest possible Einlenkens and incorporating the previous Trajektorienverlaufs and the lane boundaries, a turn probability or preference.

Especially in narrow streets, the vehicle is often moved in the middle of the road. This is especially possible in one-way streets. In such narrow streets, where the vehicle is being moved in the middle of the roadway, it is generally first off to the right when turning to the left is planned. Thus, in the event of a deviation from the track to the right, a turn to the left can be assumed as the expected direction of travel.

Especially in tight corners, the driver will make a turn to the right to the left. Thus, in the case of a deviation from the lane to the left, a turn to the right can be assumed as the anticipated driving direction. Normally, in the case of a swinging to the left, that is to say a deviation from the lane to the left, it can not be assumed that the driver plans to turn left or drive straight ahead.

In addition to the evaluation of the trajectory traveled or in addition to the evaluation of the trajectory traveled, in which a deviation from the track is evaluated to the left or right, it is also possible to use the operation of a turn signal of the vehicle to determine the expected direction of travel.

If the expected direction of travel has been determined on the basis of the trajectory traveled, the trajectory required for the turn can be calculated. In a timely calculation of the trajectory, it is then also possible to calculate the trajectory, for example, so that a further sweep is performed before the actual turn to allow a turn in a train or to reduce the number of maneuvering necessary.

Accordingly, in areas where left-hand traffic prevails and is thus generally run on the left-hand side of a path, a deviation of the lane to the right is assumed to be a leftward turn, a lane departure to a left-hand turn and a hold the trail of a straight ahead. However, due to the movement of the vehicle usually on the left side of the road, even if the lane is held, turning to the right or straight ahead may be presumed to be the anticipated traveling direction. Again, the final decision is whether a turn to the right or straight ahead is desired preferably on the basis of other features to be observed. Thus, for example, the operation of a turn signal can be used here as an indication of a planned turn.

Normally, a straight-ahead drive can take place at a higher speed than a turn-off procedure. In order to be able to estimate whether a driver wishes to drive straight ahead or turn off, it is thus also possible, for example, to draw on the speed traveled before the junction or intersection. Thus, a vehicle is usually moved slower when a lower gear is selected. Thus, for example, when shifting to a lower gear, a turn to the left or to the right may be assumed as the anticipated direction of travel. Shifting to a lower gear as an additional criterion for deciding whether to turn left or right is particularly helpful when there is no departure from the lane.

In addition to shifting to a lower gear, a turn to the left or to the right can be assumed even if the vehicle is braked strongly before reaching the junction or intersection.

In addition to reducing the speed of the vehicle before a turn is. However, it is important to keep in mind whether the prevailing right of way rules require a slowdown in order to monitor traffic. For example, it may be necessary to stop the vehicle in order to give priority to vehicles from the right. This is especially necessary if a turn to the left or straight ahead is planned.

In order to give the driver the possibility of an intervention, it is also advantageous if the planned direction of travel is displayed to the driver. So this can decide whether he wants to follow the specification of the system in support of the driver. The display can be made, for example, via a suitable display device, for example a screen of an on-board computer or the screen of a navigation system. The representation is preferably carried out as an arrow. If the driver does not agree with the direction of travel given by the system, then this pretend a different direction of travel, for example via a suitable input device. Alternatively, it is also possible to change the trajectory traversed by appropriate steering movements and thus to cause the system to assume a different driving behavior or another anticipated direction of travel. For example, it is possible for the system to make a left turn due to a deviation from the lane to the right, to return to the original lane by moving the vehicle slightly to the left, and to give the system an indication that there is no turn to the left but a straight ahead is desired. Accordingly, for example, even if the lane deviates to the left, indicating right turn, the vehicle may be returned to the right in the original lane to make a new decision. It is also possible to move the vehicle further to the right so as to initiate a left turn.

In order to determine the probable direction of travel at the junction, intersection or curve by evaluating the traveled trajectory, it is also advantageous to include the driven trajectory already a predetermined distance before the junction, intersection or curve in a classification, for example, with learning methods. Suitable classifications with learning methods are, for example, Random Forest, Ada-Boost or model-based analytical classifications. The use of such a classification with learning methods has the advantage that the driver's intention is recognized even before the initial steering in the turning direction.

To assess whether a straight-ahead or a turn is desired, the strength of the delay can be used. Thus, a driver will usually slow down more if he wants to turn off and slow down less when a straight-ahead driving is desired. The corresponding driving behavior can also be deposited by a suitable system and the method for assisting the driver of a vehicle can be adapted accordingly for the respective driver. For adaptation, for example, systems based on neural networks, with which the driving behavior of the respective driver is trained, can be used.

If cornering is assumed in accordance with the environment of the vehicle and the determination of the prospective driving direction and the vehicle moves too fast in the direction of the branch, intersection or curve, it is preferable if the driver is warned or the vehicle is braked automatically. This avoids collisions and it is possible to negotiate a tight turn. A deceleration of the vehicle or a warning to the driver is particularly advantageous when the vehicle is approaching a T-junction and a turn to the left or right is possible for the turn but the speed of the vehicle is still too high.

If the inventive method is used for example in a parking lot or in a parking garage, in particular for parking in a parking space, the probable direction of travel is determined due to detected free spaces in the parking garage or in the parking lot. If a free space is detected left or right of the vehicle and the system has been informed by the driver that parking is desired, for example, a trajectory can be calculated to enter the free parking space.

Depending on the system used to assist the driver, instructions are given to the driver to allow him to turn according to the expected direction of travel with as few maneuvering as possible. The instructions to the driver, for example, by arrow representations in a suitable display device. Alternatively, it is also possible to inform the driver, for example, by a resistance when steering to the appropriate suitable steering position. Thus, it is possible, for example, to complicate steering after reaching the ideal steering angle by increasing the resistance to be overcome. The driver must therefore spend a significantly higher power to steer on.

Alternatively, it is also possible that an automatic steering intervention is performed to perform a turn corresponding to the expected direction of travel with as few shunting trains as possible. In order to perform an automatic steering intervention, it is necessary to provide means that can perform a steering intervention. For this purpose, it is possible, for example, to use a steering actuator. This acts on the steerable wheels and aligns them according to the specification, so that the calculated trajectory can be traversed. At the same time it is also possible that with the aid of the actuator and the steering wheel is moved, so that the driver receives information about the steering angle. At the same time it is also possible that the position of the wheels is displayed to the driver so that he knows when passing the automatic steering process, how the wheels are positioned and can continue the steering operation accordingly.

In addition to the choice of speed, to determine whether a turn or straight ahead is desired, also movable objects, such as pedestrians or others Vehicles influence the speed selection of the driver. These can then also be taken into account when determining the probable direction of travel.

If an environment map is created while driving in an unknown area, this map can be saved to allow extended assistance to the driver in the event of repeated driving on the same area. For example, if the unknown area is a parking garage, the driver may be guided along a known route and the system may search for possible parking spaces.

In order to make it possible to find environment maps that have already been contained or that have been automatically constructed by the vehicle, these are linked and stored, for example, with the GPS position that is current when entering the area or another location feature. As a result, the matching detail map can be found again when entering the same area again.

With a corresponding detection reliability of the sensors used for the system also an automatic driving and parking in parking garages is possible. However, it should be ensured that such an automatic system causes less damage than when driving with a driver.

If from the environment map driving areas and directions and parking are known, the vehicle can be controlled by the driver or automatically to a given parking and parked in it. In order to automatically steer and park the vehicle to a given parking space, it is necessary that moving objects, for example, vehicles or pedestrians, be detected and classified by the sensors used to prevent collisions. Only in this way, the entire longitudinal guidance of the vehicle, that is braking, accelerating and holding the speed, automated by the system. Also leaving a parking garage can now be performed automatically. This allows the driver to leave the vehicle when entering a parking garage and park the vehicle autonomously on a parking space assigned by the parking garage.

In the case of inadequate detection reliability of moving objects, for example, infrastructure measures can be used to ensure a reduction in collision possibilities. Here it is for example in an autonomous parking garage, that is a parking garage in which the vehicle automatically on and extends again to regulate the driving of streets and corridors by so-called C2X communication. C2X communication means communication from the vehicle to any transmitter that can exchange data with the vehicle. This can be, for example, a central control of the parking garage. Also, communication is possible, for example, with other vehicles that also allow C2X communication. A collision with persons can be excluded, for example, by leaving the vehicles at defined transfer points and then being parked autonomously, for example at the push of a button, by the driver in an assigned parking space. This ensures that there are no people or other moving objects other than vehicles in the parking garage. The vehicle can then be picked up, for example, by requesting a telephone call, an SMS, radio, a machine or by sending a signal during the payment process. After the request, the vehicle parks autonomously and then drives to a transfer station and is here received by the driver.

Since multi-storey car parks and underground car parks can usually have several levels, this too must be controlled by the method according to the invention. The necessary information about the levels can be obtained, for example, from environmental sensors, for example by detecting ascending or descending roadways, or by geometric information, such as driving on closed spirals. An evaluation of vehicle parameters, for example the current engine load, can also take place. In this way, a possible level change over lower or greater load when driving on descents or driveways or by the use of the brake can be determined.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102004048530 A [0004, 0005]

Claims (9)

A method of assisting a driver of a vehicle in a driving maneuver, comprising the steps of: (a) detecting the surroundings of the vehicle and checking whether a turn-off, intersection or turn is to be made, (b) determining an anticipated direction of travel at the branch, intersection or curve by evaluating a driven trajectory and / or the data of the environment, (C) output an instruction to the driver to allow turning in accordance with the expected direction of travel with as few maneuvers as possible or performing an automatic steering intervention to perform a turn corresponding to the expected direction of travel with as few maneuvering as possible. A method according to claim 1, characterized in that the environment with sensors, from map data and / or based on landmarks is detected. A method according to claim 1 or 2, characterized in that when holding the track before the turning operation, a turning to the left or a straight ahead driving is assumed as the expected direction of travel. A method according to any one of claims 1 to 3, characterized in that in case of a deviation from the track to the right, a turning to the left is assumed as the expected direction of travel. Method according to one of claims 1 to 4, characterized in that in case of a deviation from the lane to the left, a turn to the right is assumed as the anticipated direction of travel. A method according to any one of claims 1 to 5, characterized in that when shifting to a lower gear, a turn to the left or to the right is assumed as the expected direction of travel. A method according to any one of claims 1 to 6, characterized in that the driver is warned or the vehicle is braked when according to the expected direction of travel cornering is assumed and the vehicle moves too fast in the direction of the junction, intersection or curve. Method according to one of claims 1 to 7, characterized in that a straight-ahead driving is assumed as the prospective direction of travel, when the driver brakes the vehicle only slightly or maintains the speed. Method according to one of claims 1 to 8, characterized in that the prospective direction of travel is determined on the basis of detected free places in a parking garage.