DE102018200856A1 - Vehicle travel Unerstützungs device - Google Patents

Abstract

The invention relates to a vehicle trip assist apparatus (100) comprising an environment monitoring unit, a braking unit, a traffic situation analysis unit, a collision risk prediction unit, a track crossing turn prediction unit, a threshold setting unit arranged thereto either determining a threshold for a parameter representing a traffic situation in dependence on the predicted collision risk if the lane-turn-prediction indicates that the ego vehicle driver intends to perform a turn maneuver, with at least one lane of oncoming traffic or setting a fixed threshold for the traffic situation representative parameter irrespective of the predicted collision risk if the lane intersection prediction data does not indicate that the ego vehicle driver intends to make a turn maneuver r, wherein at least one lane of oncoming traffic is crossed, and a control / control unit (118) arranged to receive a traffic-status-representing value from the traffic situation analysis unit and the threshold value from the threshold-setting unit, and to issue a brake command to the brake unit if the value representing the traffic situation passes the threshold in one direction from a lower collision risk to a higher collision risk. Extending the range of full activation by a range of minimum activation and / or a range of decreasing activation that allows to deal with inaccuracies of GPS signals and / or card data.

Description

• eine Umgebungs-Überwachungseinheit, welche dazu eingerichtet ist, die Umgebung des Ego-Fahrzeugs zu überwachen und entsprechende Umgebungs-Überwachungsdaten bereitzustellen, umfassend Daten über das andere Fahrzeug,
• eine Bremseinheit, welche in der Lage ist, eine Bremshandlung durchzuführen,
• eine Verkehrssituation-Analyseeinheit, welche dazu eingerichtet ist, auf Grundlage der Umgebungs-Überwachungsdaten die Verkehrssituation des Ego-Fahrzeugs relativ zu dem anderen Fahrzeug zu analysieren und einen eine Verkehrssituation repräsentierenden Wert eines eine Verkehrssituation repräsentierenden Parameters auszugeben,
• eine Kollisionsrisiko-Vorhersageeinheit, welche dazu eingerichtet ist, vorherzusagen, ob oder ob nicht ein Risiko einer Kollision zwischen dem Ego-Fahrzeug und dem anderen Fahrzeug vorliegt, und einen entsprechenden Kollisionsrisiko-Vorhersagewert auszugeben,
• eine Spurkreuzungs-Abbiege-Vorhersageeinheit, welche dazu eingerichtet ist, zu bestimmen, ob oder ob nicht der Fahrer des Ego-Fahrzeugs dabei ist, ein Abbiege-Manöver durchzuführen, wobei wenigstens eine Spur von entgegenkommendem Verkehr gekreuzt wird, und entsprechende Spurkreuzungs-Abbiege-Vorhersage-Daten bereitzustellen,
• eine Schwellenwert-Festlegungseinheit, welche dazu eingerichtet ist, den Kollisionsrisiko-Vorhersagewert von der Kollisionsrisiko-Vorhersageeinheit zu empfangen,
  • wobei die Schwellenwert-Festlegungseinheit ferner dazu eingerichtet ist, einen von dem Kollisionsrisiko abhängigen Schwellenwert für den die Verkehrssituation repräsentierenden Parameter in Abhängigkeit von dem jeweiligen Kollisionsrisiko-Vorhersagewert zu bestimmen, falls die Spurkreuzungs-Abbiege-Vorhersage-Daten anzeigen, dass der Fahrer des Ego-Fahrzeugs beabsichtigt, ein Abbiege-Manöver durchzuführen, wobei wenigstens eine Spur von entgegenkommendem Verkehr gekreuzt wird, und falls die Umgebungs-Überwachungsdaten anzeigen, dass der Abstand des Ego-Fahrzeugs zu der Kreuzung geringer ist als ein erster Abstands-Schwellenwert,
  • wobei die Schwellenwert-Festlegungseinheit ferner dazu eingerichtet ist, einen ersten festen Schwellenwert für den die Verkehrssituation repräsentierenden Parameter unabhängig von dem jeweiligen Kollisionsrisiko-Vorhersagewert festzulegen, falls die Spurkreuzungs-Abbiege-Vorhersage-Daten nicht anzeigen, dass der Fahrer des Ego-Fahrzeugs beabsichtigt, ein Abbiege-Manöver durchzuführen, wobei wenigstens eine Spur von entgegenkommendem Verkehr gekreuzt wird, und falls die Umgebungs-Überwachungsdaten anzeigen, dass der Abstand des Ego-Fahrzeugs zu der Kreuzung geringer ist als der erste Abstands-Schwellenwert, und
• eine Regel-/Steuereinheit, welche dazu eingerichtet ist, den die Verkehrssituation repräsentierenden Wert von der Verkehrssituation-Analyseeinheit und den Schwellenwert von der Schwellenwert-Festlegungseinheit zu empfangen, und an die Bremseinheit einen Bremsbefehl auszugeben, falls der die Verkehrssituation repräsentierende Wert den jeweiligen Schwellenwert in einer Richtung von einem niedrigeren Kollisionsrisiko zu einem höheren Kollisionsrisiko durchtritt.

The invention relates to a vehicle trip assistance device which is adapted to be mounted in an ego vehicle and to assist a driver of the ego vehicle in avoiding a collision with an oncoming vehicle, wherein the vehicle trip assistance Device comprises:

• an environment monitoring unit configured to monitor the environment of the ego vehicle and to provide corresponding environmental monitoring data including data about the other vehicle,
• a brake unit capable of performing a brake action,
• a traffic situation analysis unit which is set up to analyze the traffic situation of the ego vehicle relative to the other vehicle on the basis of the environmental monitoring data and to output a value representing a traffic situation representing a parameter representing a traffic situation,
• a collision risk prediction unit configured to predict whether or not there is a risk of a collision between the ego vehicle and the other vehicle, and to output a corresponding collision risk prediction value,
• a lane turn prediction unit configured to determine whether or not the ego vehicle driver is about to make a turn maneuver, crossing at least one lane of oncoming traffic, and corresponding lane intersection turns; To provide forecast data,
• a threshold setting unit configured to receive the collision risk prediction value from the collision risk prediction unit;
  • wherein the threshold determination unit is further configured to determine a collision risk dependent threshold for the traffic situation representative parameter depending on the respective collision risk prediction value if the intersection turn prediction data indicates that the driver of the ego Vehicle intends to make a turn maneuver with at least one lane of oncoming traffic being crossed, and if the environmental monitor data indicates that the distance of the ego vehicle to the intersection is less than a first distance threshold;
  • wherein the threshold determination unit is further configured to set a first fixed threshold for the traffic situation representative parameter independently of the respective collision risk prediction value if the intersection turn prediction data does not indicate that the driver of the ego vehicle intends to perform a turn maneuver, crossing at least one lane of oncoming traffic, and if the environmental monitor data indicates that the distance of the ego vehicle to the intersection is less than the first distance threshold, and
• a control unit configured to receive the traffic status representing value from the traffic situation analysis unit and the threshold value from the threshold setting unit, and to output a brake command to the brake unit if the value representing the traffic situation exceeds the respective threshold value a direction from a lower collision risk to a higher collision risk.

A specific situation in which the vehicle trip assist apparatus according to the present invention is particularly helpful is a situation in which the ego vehicle makes a turn maneuver, crossing at least one lane of oncoming traffic.

Turning maneuvers in which at least one lane of oncoming traffic is crossed occur in both types of traffic systems, the right-hand traffic system and the left-hand traffic system. In right-hand traffic systems, for example in Continental Europe and the United States of America, at least one lane of oncoming traffic is crossed during a left turn maneuver, while in left hand traffic systems, for example in Japan and the United Kingdom, at least one lane of oncoming traffic a right-turn maneuver is crossed. For the sake of simplicity, the invention will be described herein with reference to a right-hand traffic system, particularly when referring to the drawings. To obtain analogous situations for a left-hand traffic system, the situations described for a right-hand traffic system can be described in relation to the Driving direction of the ego vehicle are simply mirrored just before starting the left-turn maneuver.

In another application, DE 10 2017 218 790.5 , the disclosure of which is hereby incorporated by reference in its entirety into this patent application, the applicant of the present invention proposes to provide the vehicle trip assistance device, e.g. By setting a threshold to an unreachable value, so that in practice it is impossible for the control unit to issue a brake command when neither a lane intersection maneuver predicted by the lane intersection turn prediction unit a blinker set by the driver of the ego vehicle is present. As a result, the vehicle trip support device has been deactivated in road sections which are arranged between two adjacent intersections.

However, in practice, it has been found that due to the deactivation certain collisions with oncoming traffic can not be avoided. For example, GPS signals and map data sometimes tend to show inaccuracies resulting in deactivation of the vehicle trip support device, even though the ego vehicle is near an intersection.

It is an object of the present invention to provide a solution to this problem.

• eine Umgebungs-Überwachungseinheit, welche dazu eingerichtet ist, die Umgebung des Ego-Fahrzeugs zu überwachen und entsprechende Umgebungs-Überwachungsdaten bereitzustellen, umfassend Daten über das andere Fahrzeug,
• eine Bremseinheit, welche in der Lage ist, eine Bremshandlung durchzuführen,
• eine Verkehrssituation-Analyseeinheit, welche dazu eingerichtet ist, auf Grundlage der Umgebungs-Überwachungsdaten die Verkehrssituation des Ego-Fahrzeugs relativ zu dem anderen Fahrzeug zu analysieren und einen eine Verkehrssituation repräsentierenden Wert eines eine Verkehrssituation repräsentierenden Parameters auszugeben,
• eine Kollisionsrisiko-Vorhersageeinheit, welche dazu eingerichtet ist, vorherzusagen, ob oder ob nicht ein Risiko einer Kollision zwischen dem Ego-Fahrzeug und dem anderen Fahrzeug vorliegt, und einen entsprechenden Kollisionsrisiko-Vorhersagewert auszugeben,
• eine Spurkreuzungs-Abbiege-Vorhersageeinheit, welche dazu eingerichtet ist, zu bestimmen, ob oder ob nicht der Fahrer des Ego-Fahrzeugs dabei ist, ein Abbiege-Manöver durchzuführen, wobei wenigstens eine Spur von entgegenkommendem Verkehr gekreuzt wird, und entsprechende Spurkreuzungs-Abbiege-Vorhersage-Daten bereitzustellen,
• eine Schwellenwert-Festlegungseinheit, welche dazu eingerichtet ist, den Kollisionsrisiko-Vorhersagewert von der Kollisionsrisiko-Vorhersageeinheit zu empfangen,
  • wobei die Schwellenwert-Festlegungseinheit ferner dazu eingerichtet ist, einen von dem Kollisionsrisiko abhängigen Schwellenwert für den die Verkehrssituation repräsentierenden Parameter in Abhängigkeit von dem jeweiligen Kollisionsrisiko-Vorhersagewert zu bestimmen, falls die Spurkreuzungs-Abbiege-Vorhersage-Daten anzeigen, dass der Fahrer des Ego-Fahrzeugs beabsichtigt, ein Abbiege-Manöver durchzuführen, wobei wenigstens eine Spur von entgegenkommendem Verkehr gekreuzt wird, und falls die Umgebungs-Überwachungsdaten anzeigen, dass der Abstand des Ego-Fahrzeugs zu der Kreuzung geringer ist als ein erster Abstands-Schwellenwert,
  • wobei die Schwellenwert-Festlegungseinheit ferner dazu eingerichtet ist, einen ersten festen Schwellenwert für den die Verkehrssituation repräsentierenden Parameter unabhängig von dem jeweiligen Kollisionsrisiko-Vorhersagewert festzulegen, falls die Spurkreuzungs-Abbiege-Vorhersage-Daten nicht anzeigen, dass der Fahrer des Ego-Fahrzeugs beabsichtigt, ein Abbiege-Manöver durchzuführen, wobei wenigstens eine Spur von entgegenkommendem Verkehr gekreuzt wird, und falls die Umgebungs-Überwachungsdaten anzeigen, dass der Abstand des Ego-Fahrzeugs zu der Kreuzung geringer ist als der erste Abstands-Schwellenwert, und
  • wobei die Schwellenwert-Festlegungseinheit ferner dazu eingerichtet ist, einen zweiten festen Schwellenwert für den die Verkehrssituation repräsentierenden Parameter festzulegen, falls die Umgebungs-Überwachungsdaten anzeigen, dass der Abstand des Ego-Fahrzeugs von der Kreuzung einen zweiten Abstands-Schwellenwert überschreitet, wobei der zweite feste Schwellenwert einem Kollisionsrisiko entspricht, welches geringer ist als das geringste Kollisionsrisiko, welches in Betracht gezogen wird, falls die Spurkreuzungs-Abbiege-Vorhersage-Daten anzeigen, dass der Fahrer des Ego-Fahrzeugs beabsichtigt, ein Abbiege-Manöver durchzuführen, wobei wenigstens eine Spur von entgegenkommendem Verkehr gekreuzt wird, und die Umgebungs-Überwachungsdaten anzeigen, dass der Abstand des Ego-Fahrzeugs zu der Kreuzung geringer ist als der erste Abstands-Schwellenwert, und
• eine Regel-/Steuereinheit, welche dazu eingerichtet ist, den die Verkehrssituation repräsentierenden Wert von der Verkehrssituation-Analyseeinheit und den Schwellenwert von der Schwellenwert-Festlegungseinheit zu empfangen, und an die Bremseinheit einen Bremsbefehl auszugeben, falls der die Verkehrssituation repräsentierende Wert den jeweiligen Schwellenwert in einer Richtung von einem niedrigeren Kollisionsrisiko zu einem höheren Kollisionsrisiko durchtritt.

According to a first aspect of the present invention, this object is achieved by a vehicle drive-assist apparatus which is adapted to be mounted in an ego vehicle and to a driver of the ego vehicle in avoiding a collision with an oncoming vehicle support, wherein the vehicle ride support device comprises:

• an environment monitoring unit configured to monitor the environment of the ego vehicle and to provide corresponding environmental monitoring data including data about the other vehicle,
• a brake unit capable of performing a brake action,
• a traffic situation analysis unit which is set up to analyze the traffic situation of the ego vehicle relative to the other vehicle on the basis of the environmental monitoring data and to output a value representing a traffic situation representing a parameter representing a traffic situation,
• a collision risk prediction unit configured to predict whether or not there is a risk of a collision between the ego vehicle and the other vehicle, and to output a corresponding collision risk prediction value,
• a lane turn prediction unit configured to determine whether or not the ego vehicle driver is about to make a turn maneuver, crossing at least one lane of oncoming traffic, and corresponding lane intersection turns; To provide forecast data,
• a threshold setting unit configured to receive the collision risk prediction value from the collision risk prediction unit;
  • wherein the threshold determination unit is further configured to determine a collision risk dependent threshold for the traffic situation representative parameter depending on the respective collision risk prediction value if the intersection turn prediction data indicates that the driver of the ego Vehicle intends to make a turn maneuver whereby at least one lane of oncoming traffic is crossed, and if the ambient Monitor data indicating that the distance of the ego vehicle to the intersection is less than a first distance threshold,
  • wherein the threshold determination unit is further configured to set a first fixed threshold for the traffic situation representative parameter independently of the respective collision risk prediction value if the intersection turn prediction data does not indicate that the driver of the ego vehicle intends to perform a turn maneuver, crossing at least one lane of oncoming traffic, and if the environmental monitor data indicates that the distance of the ego vehicle to the intersection is less than the first distance threshold, and
  • wherein the threshold setting unit is further configured to set a second fixed threshold for the parameter representing the traffic situation if the environmental monitoring data indicates that the distance of the ego vehicle from the intersection exceeds a second distance threshold, the second fixed threshold Threshold corresponds to a collision risk that is less than the lowest collision risk that is taken into account if the intersection turn prediction data indicates that the driver of the ego vehicle intends to perform a turn maneuver, with at least one lane of oncoming traffic is crossed, and the environmental monitoring data indicates that the distance of the ego vehicle to the intersection is less than the first distance threshold, and
• a control unit configured to receive the traffic status representing value from the traffic situation analysis unit and the threshold value from the threshold setting unit, and to output a brake command to the brake unit if the value representing the traffic situation exceeds the respective threshold value a direction from a lower collision risk to a higher collision risk.

By setting a second fixed threshold for the traffic situation representative parameter to a value corresponding to a collision risk that is less than the lowest collision risk considered when the lane intersection prediction data indicates that the driver of the vehicle Ego vehicle intends to perform a turn maneuver in which at least one lane of oncoming traffic is crossed, the vehicle drive assist device is not fully disabled, as in FIG DE 10 2017 218 790.5 but is still minimally activated. Rather, autonomous braking is triggered just before an imminent collision. In this way, the above-mentioned inaccuracies can be mitigated because the vehicle ride support device is continuously activated, at least to a minimum.

Of course, the first distance threshold may be equal to the second distance threshold and may be, for example, about 10 meters. Since the vehicle trip support device is always at least minimally activated, dangerous situations far from an intersection can be avoided. For example, movements of the ego vehicle as it parks out of a parking lot in a narrow street are very similar to its movements during a track-crossing maneuver.

• eine Umgebungs-Überwachungseinheit, welche dazu eingerichtet ist, die Umgebung des Ego-Fahrzeugs zu überwachen und entsprechende Umgebungs-Überwachungsdaten bereitzustellen, umfassend Daten über das andere Fahrzeug,
• eine Bremseinheit, welche in der Lage ist, eine Bremshandlung durchzuführen,
• eine Verkehrssituation-Analyseeinheit, welche dazu eingerichtet ist, auf Grundlage der Umgebungs-Überwachungsdaten die Verkehrssituation des Ego-Fahrzeugs relativ zu dem anderen Fahrzeug zu analysieren und einen eine Verkehrssituation repräsentierenden Wert eines eine Verkehrssituation repräsentierenden Parameters auszugeben,
• eine Kollisionsrisiko-Vorhersageeinheit, welche dazu eingerichtet ist, vorherzusagen, ob oder ob nicht ein Risiko einer Kollision zwischen dem Ego-Fahrzeug und dem anderen Fahrzeug vorliegt, und einen entsprechenden Kollisionsrisiko-Vorhersagewert auszugeben,
• eine Spurkreuzungs-Abbiege-Vorhersageeinheit, welche dazu eingerichtet ist, zu bestimmen, ob oder ob nicht der Fahrer des Ego-Fahrzeugs dabei ist, ein Abbiege-Manöver durchzuführen, wobei wenigstens eine Spur von entgegenkommendem Verkehr gekreuzt wird, und entsprechende Spurkreuzungs-Abbiege-Vorhersage-Daten bereitzustellen,
• eine Schwellenwert-Festlegungseinheit, welche dazu eingerichtet ist, den Kollisionsrisiko-Vorhersagewert von der Kollisionsrisiko-Vorhersageeinheit zu empfangen,
  • wobei die Schwellenwert-Festlegungseinheit ferner dazu eingerichtet ist, einen von dem Kollisionsrisiko abhängigen Schwellenwert für den die Verkehrssituation repräsentierenden Parameter in Abhängigkeit von dem jeweiligen Kollisionsrisiko-Vorhersagewert zu bestimmen, falls die Spurkreuzungs-Abbiege-Vorhersage-Daten anzeigen, dass der Fahrer des Ego-Fahrzeugs beabsichtigt, ein Abbiege-Manöver durchzuführen, wobei wenigstens eine Spur von entgegenkommendem Verkehr gekreuzt wird, und falls die Umgebungs-Überwachungsdaten anzeigen, dass der Abstand des Ego-Fahrzeugs zu der Kreuzung geringer ist als ein dritter Abstands-Schwellenwert,
  • wobei die Schwellenwert-Festlegungseinheit ferner dazu eingerichtet ist, einen ersten festen Schwellenwert für den die Verkehrssituation repräsentierenden Parameter unabhängig von dem jeweiligen Kollisionsrisiko-Vorhersagewert festzulegen, falls die Spurkreuzungs-Abbiege-Vorhersage-Daten nicht anzeigen, dass der Fahrer des Ego-Fahrzeugs beabsichtigt, ein Abbiege-Manöver durchzuführen, wobei wenigstens eine Spur von entgegenkommendem Verkehr gekreuzt wird, und falls die Umgebungs-Überwachungsdaten anzeigen, dass der Abstand des Ego-Fahrzeugs zu der Kreuzung geringer ist als der dritte Abstands-Schwellenwert, und
  • wobei die Schwellenwert-Festlegungseinheit ferner dazu eingerichtet ist, den Schwellenwert für den die Verkehrssituation repräsentierenden Parameter auf einen Wert festzulegen, welcher zwischen einem dritten festen Schwellenwert für den die Verkehrssituation repräsentierenden Parameter und dem von dem jeweiligen Kollisionsrisiko abhängigen Schwellenwert, auf Grundlage des Abstands des Ego-Fahrzeugs von der Kreuzung, zu interpolieren, vorzugsweise linear zu interpolieren, falls die Spurkreuzungs-Abbiege-Vorhersage-Daten anzeigen, dass der Fahrer des Ego-Fahrzeugs beabsichtigt, ein Abbiege-Manöver durchzuführen, wobei wenigstens eine Spur von entgegenkommendem Verkehr gekreuzt wird, und falls die Umgebungs-Überwachungsdaten anzeigen, dass der Abstand des Ego-Fahrzeugs zu der Kreuzung zwischen dem dritten Abstands-Schwellenwert und einem vierten Abstands-Schwellenwert liegt, und
• eine Regel-/Steuereinheit, welche dazu eingerichtet ist, den die Verkehrssituation repräsentierenden Wert von der Verkehrssituation-Analyseeinheit und den Schwellenwert von der Schwellenwert-Festlegungseinheit zu empfangen, und an die Bremseinheit einen Bremsbefehl auszugeben, falls der die Verkehrssituation repräsentierende Wert den jeweiligen Schwellenwert in einer Richtung von einem niedrigeren Kollisionsrisiko zu einem höheren Kollisionsrisiko durchtritt.

According to a second aspect of the present invention, this object is achieved by a vehicle drive-assist apparatus which is adapted to be mounted in an ego vehicle and to a driver of the ego vehicle in avoiding a collision with another vehicle support, wherein the vehicle ride support device comprises:

• an environment monitoring unit configured to monitor the environment of the ego vehicle and to provide corresponding environmental monitoring data including data about the other vehicle,
• a brake unit capable of performing a brake action,
• a traffic situation analysis unit which is set up to analyze the traffic situation of the ego vehicle relative to the other vehicle on the basis of the environmental monitoring data and to output a value representing a traffic situation representing a parameter representing a traffic situation,
• a collision risk prediction unit configured to predict whether or not there is a risk of a collision between the ego vehicle and the other vehicle, and to output a corresponding collision risk prediction value,
• a lane turn prediction unit configured to determine whether or not the ego vehicle driver is about to make a turn maneuver, crossing at least one lane of oncoming traffic, and corresponding lane intersection turns; To provide forecast data,
• a threshold setting unit configured to receive the collision risk prediction value from the collision risk prediction unit;
  • wherein the threshold determination unit is further configured to determine a collision risk dependent threshold for the traffic situation representative parameter depending on the respective collision risk prediction value if the intersection turn prediction data indicates that the driver of the ego The vehicle intends to make a turn maneuver, crossing at least one lane of oncoming traffic, and if the Ambient monitoring data indicating that the distance of the ego vehicle to the intersection is less than a third distance threshold,
  • wherein the threshold determination unit is further configured to set a first fixed threshold for the traffic situation representative parameter independently of the respective collision risk prediction value if the intersection turn prediction data does not indicate that the driver of the ego vehicle intends to perform a turn-off maneuver with at least one lane of oncoming traffic being crossed, and if the environmental monitor data indicates that the distance of the ego vehicle to the intersection is less than the third distance threshold, and
  • wherein the threshold setting unit is further configured to set the threshold for the traffic situation representative parameter to a value between a third fixed threshold for the traffic situation representative parameter and the threshold depending on the respective collision risk, based on the distance of the ego Vehicle from the intersection to interpolate, preferably linearly interpolate, if the intersection turn prediction data indicates that the ego vehicle driver intends to make a turn maneuver, crossing at least one lane of oncoming traffic; and if the environmental monitoring data indicates that the distance of the ego vehicle is to the intersection between the third distance threshold and a fourth distance threshold, and
• a control unit configured to receive the traffic status representing value from the traffic situation analysis unit and the threshold value from the threshold setting unit, and to output a brake command to the brake unit if the value representing the traffic situation exceeds the respective threshold value a direction from a lower collision risk to a higher collision risk.

For example, the third distance threshold may be about 10 meters, whereas the fourth distance threshold may be about 20 meters, for example.

According to the second aspect, the above-mentioned inaccuracies can also be mitigated, since the activation level of the vehicle drive-assist device is gradually increased before it reaches the intersection and is gradually reduced again after passing the intersection.

On the one hand, the second aspect of the present invention may be used independently of the first aspect, for example, by setting the second fixed threshold for the traffic situation representative parameter to an unreachable value (see FIG DE 10 2017 218 790.5 ). However, it is particularly advantageous if both aspects are used in combination, for example, by selecting that the first distance threshold is less than the second distance threshold, the first distance threshold equals the third distance threshold, and the second distance threshold equals the fourth distance threshold, and selecting that the third fixed threshold for the traffic situation representative parameter is equal to the second fixed threshold for the traffic situation representative parameter.

It should be noted that both aspects of the present invention provide a two-step process that provides full functionality when a track-crossing turn maneuver can be performed and provides basic operation when a turn-turn maneuver can not be performed.

According to the full operation, the present invention analyzes the current situation of the ego vehicle according to two different questions. According to a first question, the traffic situation analysis unit analyzes the current traffic situation of the ego vehicle relative to the other vehicle or, if the environment monitoring unit should have detected a plurality of other vehicles in the vicinity of the ego vehicle, preferably for each of the other vehicles , And, according to a second question, the risk prediction unit for the other vehicle, or preferably for each of the other vehicles, predicts the risk of a collision with the ego vehicle. Further, these two units cooperate with each other via a threshold setting unit. Depending on the collision risk prediction value, the threshold for initiating a braking action (autonomous emergency braking - AEB) may take different values, and therefore allow the control / control unit to operate with a higher accuracy and to initiate the braking action earlier than that from a standstill the art known devices.

Under the basic operation, the collision risk prediction is deactivated using a fixed threshold for the traffic situation representative parameter, ie, a threshold that does not depend on the particular collision risk predicted by the collision risk prediction unit.

Further, if the vehicle trip assist device includes a turn signal sensor that provides a turn signal that indicates whether or not a turn signal for indicating a lane turn maneuver has been activated, the fixed threshold may be selected equal to the threshold being the lowest collision risk prediction value when the turn signal indicates that the turn signal has been activated to indicate a track intersection turn maneuver. In other words, the basic operation of the vehicle trip assist device is based on the turn signal. However, if the turn signal does not indicate that the turn signal has been activated, there is no indication whatsoever that the driver may intend to perform a lane turn maneuver. In this case, the activation level of the vehicle trip assist device is reduced to a minimum non-deactivated activation, for example, by setting the fixed threshold to an extreme but still achievable value.

With respect to the full operation, let us add that the intersection turn prediction on pre-stored map data provided by a map data providing unit and / or a steering angle of the ego vehicle provided by a steering angle sensor, and / or Speed of the ego vehicle provided by a speed sensor and / or acceleration of the ego vehicle provided by an acceleration sensor and / or a driver's line of sight provided by a driver's sight direction determination unit, and / or other parameters may be based.

It may be conceivable under the full functionality that the threshold value determination unit calculates the threshold value as a function of the respective collision risk prediction value. However, to reduce the time required to issue a brake command, it may be advantageous for the collision risk prediction unit to determine to which of at least two predetermined ranges of collision risk prediction values an instantaneous collision risk prediction value belongs and that the threshold value Determining unit determines the threshold depending on the particular range of collision risk prediction values. For example, a first range of collision risk prediction values may indicate that the collision risk is low or even non-existent, whereas a second range of collision risk prediction values may indicate that the collision risk is high. However, it may also be conceivable to distinguish three or more ranges of collision risk prediction values, e.g. Eg "no / low", "high", "very high" and optionally even "extremely high". Considering that the collision risk prediction value is a probability with allowable values between 0 and 1, the "no / low" range may range from 0 to but excluded 0.9, the "high" range may be from 0, 9 to but excluded, 0.95 to extend and the "very high" range can range from 0.95 to 1. As an optional alternative, the "very high" range may range from 0.95 to but excluded, 0.99, and the "extremely high" range may range from 0.99 to 1.

In order to avoid the issuing of false-positive braking commands and therefore to increase the robustness of the operation of the vehicle cruise assistance device according to the present invention, it is proposed that the fixed threshold be selected to be equal to the threshold value used for the lowest range of collision risk prediction values has been determined.

In order to avoid continuous switching between full functionality and basic operation, the threshold setting unit may be further configured to hold the fixed threshold for at least a predetermined period of time, for example, 0.4 seconds, after the lane intersection turns off. Prediction data for the first time indicate that the driver of the ego vehicle intends to perform a turn maneuver, wherein at least one lane of oncoming traffic is crossed.

In order to allow the ego vehicle to respond as quickly as possible to issue a brake command by the control unit, it is proposed that the brake unit is further capable of performing a brake preparation action that the threshold setting unit is further configured to determine a threshold set for the parameter representing the traffic situation, the threshold set comprising a first threshold relevant to performing the brake preparation action in addition to a second threshold, previously referred to as the threshold related to performing the braking action, wherein the first threshold is different from the second threshold, and that the control unit is configured to issue a brake preparation command to the brake unit if the value representing the traffic situation passing the first threshold in a direction from a lower collision risk to a higher collision risk, and issuing the brake command to the brake unit if the traffic-representing value passes the second threshold in a direction from a lower collision risk to a higher collision risk. Preferably, the first threshold value corresponds to a lower risk of collision than the second threshold value. Again, the first and second threshold values of the threshold set may be set either as a function of the respective collision risk prediction value if track intersection turn prediction data is available, or as a fixed first threshold and a fixed second threshold if track intersection turn off. Prediction data is not available.

Preferably, the thresholds of the respective threshold sets increase with an increasing collision risk prediction value.

One inconvenience of the prior art of autonomous braking systems is that the driver may be confused by abruptly initiated autonomous braking. However, a confused driver may be less attentive or even unable to leave the intersection immediately. In the first case, the driver is at higher risk of having a subsequent accident. In the latter case, the vehicle remains in a dangerous situation for a certain time and is at risk of having a subsequent collision.

For example, fluid-actuable brake cylinders may be configured to be pre-filled with a brake fluid, as a brake preparation action, to be able to apply the braking force quickly as soon as the traffic situation representative value approaches the second threshold in a direction of a lower collision risk leads to a higher collision risk.

Further, the brake unit may be able to perform a plurality of different types of braking actions, preferably, in addition to the above-mentioned brake preparation action, for example, a full brake action (corresponding to the aforementioned brake action), according to which the brake unit generates a maximum brake force, and at least one weaker braking action, according to which the brake unit generates a lower braking force. This can prevent the driver from being confused. Accordingly, the threshold setting unit may be further configured to include, in addition to the second threshold corresponding to the full brake action, and preferably the first threshold corresponding to the brake pre-charge action, at least one intermediate threshold corresponding to the weaker brake actions in the first brake Threshold set corresponds.

In order to further stabilize the entire process and in particular to avoid false-positive braking commands, it is proposed according to a further embodiment of the present invention that the traffic situation analysis unit is set up to output the traffic situation representative values for a plurality of parameters representing a traffic situation, and that the threshold setting unit is adapted to set a respective threshold or threshold set, whether it is determined depending on the respective collision risk or that it is fixed, for each of the plurality of ones To determine the traffic situation representative parameters. Of course, the threshold determination unit may be configured to provide at least two thresholds or at least two threshold sets for each of the traffic situation representative parameters, each threshold or threshold set corresponding to a predetermined range of collision risk prediction values. For example, the parameter representing the traffic situation may be an impact factor and / or time to collision and / or steering angle.

Further, false-positive brake commands may be avoided if the control unit is further configured to issue the brake command to the brake unit only if at least two, preferably all, values of the traffic situation representative parameters exceed the respective second threshold in a direction of one lower collision risk leads to a higher collision risk.

In order to further simplify the process, and therefore further accelerate the issuing of the brake command or the brake preparation command, it is proposed that the threshold value or the Threshold set for the traffic situation representing parameter or each of the traffic situation representing parameters is stored in a predefined data card / are. Therefore, no time is needed to calculate the threshold (s) or threshold set (s). Rather, the respective prestored threshold can be easily obtained from the data card.

According to a further embodiment, it may be provided that the threshold setting unit is further configured to determine an independent threshold or threshold set for each other vehicle detected by the environment monitoring unit.

In order to avoid false-positive braking commands, it may be advantageous if the vehicle trip-assistance device is further configured to be in an operating state only if a current speed of the ego vehicle is less than a predetermined value, preferably less than or equal to 35 km / h, and / or if the vehicle ride support apparatus is further configured to be in an operating condition only when the ego vehicle is making a turn maneuver, with at least one lane of oncoming Traffic is crossing.

In order to avoid confusing the driver with continuous and alternating brake / brake release actions, it may be advantageous if the control unit is adapted to output the brake command to the brake unit for at least a predetermined period of time. For example, the predetermined time period may be two seconds. This time period, when considered in combination with the above-mentioned speed limit of 35 km / h, in the majority of cases, will be sufficient to bring the ego vehicle to a standstill.

Further, it is advantageous if the control / control unit is adapted to issue a warning command to a driver warning unit, preferably earlier than the outputting of the brake command and / or the brake pre-charge command. If the driver is warned, he may be able to avoid the collision on his own. And even if the driver does not respond, then it can be less confused by the automatically initiated braking.

In addition to the automatically initiated braking described above, additional safety measures may be taken for the driver and, optionally, other passengers of the ego vehicle in response to detection of a collision risk. For example, the control unit may be configured to issue a voltage command to a seat belt tension unit. As further security measures, the seats can be brought into an upright position, the windows can be closed and the like.

In addition, it is proposed that the environmental monitoring unit comprise at least one sensor device which is attached to the ego vehicle, in particular a radar system and / or a lidar system and / or a camera system. Additionally or alternatively, it may include a communication device for communicating with at least one sensor mounted outside the vehicle.

• 1 ein Blockdiagramm der Fahrzeug-Fahrt-Unterstützungs-Vorrichtung gemäß der vorliegenden Erfindung zeigt;
• 2 ein Flussdiagramm einer Hauptroutine zeigt, welche durch die Fahrzeug-Fahrt-Unterstützungs-Vorrichtung ausgeführt wird;
• 3 ein Flussdiagramm einer Subroutine zeigt, welche durch die Schwellenwert-Festlegungseinheit ausgeführt wird;
• 4 eine schematische Ansicht einer Spur-Kreuzungs-Abbiege-Situation zeigt, welche ein potentielles Kollisionsrisiko zwischen dem Ego-Fahrzeug und einem anderen Fahrzeug hervorruft; und
• 5a bis 5d Grafiken zeigen, um den Effekt des Flussdiagramms aus 3 zu erklären.

The invention will be described in greater detail with reference to a specific embodiment with reference to the accompanying drawings, in which:

• 1 shows a block diagram of the vehicle trip support apparatus according to the present invention;
• 2 Fig. 10 shows a flowchart of a main routine executed by the vehicle travel support apparatus;
• 3 shows a flowchart of a subroutine executed by the threshold setting unit;
• 4 Figure 12 shows a schematic view of a lane intersection turn situation which creates a potential collision risk between the ego vehicle and another vehicle; and
• 5a to 5d Graphics show the effect of the flowchart 3 to explain.

1 shows a block diagram of the vehicle trip support device 100 according to the present invention.

The Vehicle Ride Support Device 100 includes an environmental monitoring unit 102 which is adapted to the environment of the ego vehicle H to monitor (see 5 ). For example, the environment monitoring unit 102 at least one environmental monitoring sensor 104 who is on the ego vehicle H attached, for example, a camera, a radar system, a lidar system, a GPS system or the like, and / or at least one communication unit 106 which is adapted to communicate with at least one environmental monitoring sensor (not shown) which is external to the ego vehicle H appropriate, for example, using a C2X communication technology.

The output data generated by the environmental monitoring unit 102 be provided to a traffic situation analysis unit 108 forwarded, which is adapted to the current traffic situation of the ego vehicle H relative to another vehicle O (in the in 5 shown situation, an oncoming vehicle O ) and to determine a value representing the traffic situation for at least one parameter representing the traffic situation, for example the impact factor and / or the time until a collision with the other vehicle O , In addition, the traffic situation analysis unit 108 with sensor units of the ego vehicle H be connected, which generally with 110 for example, a steering wheel angle detecting unit which determines the steering wheel angle of the ego vehicle H indicates a yaw rate detection unit which the yaw rate of the ego vehicle H indicating, and similar detection units, which further operating parameters of the ego vehicle H Show.

Further, the output data generated by the environmental monitoring unit 102 be provided to a collision risk prediction unit 112 which is adapted to predict whether or not there is a risk of colliding with an oncoming vehicle O and output a corresponding collision risk prediction value. The collision risk prediction unit 112 is also with the sensor units 110 of the ego vehicle H connected. Optionally, the collision risk prediction unit 112 also map data from a map data unit 114 receive.

The collision risk prediction value generated by the collision risk prediction unit 112 is issued to a threshold setting unit 116 which is adapted to determine a threshold value for the parameter (s) representing the traffic situation, which is determined by the traffic situation analysis unit 108 is / are determined.

The value (s) of the parameter (s) representing the traffic situation, which are determined by the traffic situation analysis unit 108 is determined, and the threshold / thresholds, which by the threshold setting unit 116 is / are, are to a control / control unit 118 forwarded, which with a brake unit 120 is operatively connected to the control unit 118 to allow a brake command to the brake unit 120 for autonomous braking of the ego vehicle H spend to collide with the oncoming vehicle O to avoid. Optionally, the control unit 118 be operatively associated with other units of assistance, which generally with 122 for example, a driver warning unit, a seatbelt tightening unit, and the like.

In accordance with the present invention, the vehicle ride support apparatus comprises 100 a track-crossing-turn prediction unit 124 which is arranged to determine whether or not the driver of the ego vehicle H is about to make a turn maneuver, crossing at least one lane of oncoming traffic. The track intersection turn prediction unit 124 performs its function based on environmental monitoring data provided by the environmental monitoring unit 102 and signals from the sensor units 110 by. Further, it can map data from a map unit 114 receive.

Hereinafter, the operation of the vehicle travel support device will be described 100 in greater detail with respect to 2 to be discribed:

After the ego vehicle H in step S10 has been started, the process moves to step S12 in which it is determined whether or not the speed of the ego vehicle H Below a predetermined limit speed, for example, 35 km / h, since the risk of false positive braking commands above this limit speed increases excessively. If the speed of the ego vehicle H greater than or equal to the limit speed (step S12 : No), the process goes to a step S14 in which a brake release command to the brake unit 120 is issued. Then the process returns S12 back.

When the speed of the ego vehicle H below the limit speed (step S12 : Yes), the process goes to a step S16 in which it is determined whether or not a brake hysteresis is active. By this brake hysteresis, a continuous and alternating output of brake commands and brake release commands can be avoided. If the brake hysteresis is active (step S16 : Yes), the process goes to a step S18 in which an autonomous emergency braking by issuing a brake command to the brake unit 120 is continued. After that, the other assistance units can 122 be activated, be kept activated or in one step S20 be adjusted. After the step S20 the process returns to step S12 back.

If the brake hysteresis is inactive (step S16 : No), the process goes to a step S22 in which the control unit 118 a first threshold (pre-charge threshold) for outputting a brake pre-charge command to the brake unit 120 and a second threshold (brake threshold) for outputting a brake command to the brake unit 120 from the threshold setting unit 116 receives. The details of the subroutine of step S22 will be referring to below 3 to be discribed.

Then the process goes to a step S24 in which the control unit 118 the value (s) of the parameter (s) representing the traffic situation from the traffic situation analysis unit 108 receives.

Then the process goes to a step S26 in which it is determined whether the instantaneous value of the traffic situation representative parameter passes the brake threshold in a direction from a lower collision risk to a higher collision risk. If so (step S26 : Yes), the process goes to a step S28 in which the brake hysteresis is activated, for example by setting a timing up to a predetermined time period, for example 2 seconds. The brake hysteresis is deactivated as soon as the predetermined time period has elapsed. Then the process goes to a step S18 to initiate autonomous emergency braking, that is, to issue a brake command.

However, if the instantaneous value of the traffic situation representative parameter does not pass the brake threshold in a direction from a lower collision risk to a higher collision risk (step S26 : No), the process goes to a step S30 in which it is determined whether the instantaneous value of the traffic situation representative parameter passes the precharge threshold in a direction from a lower collision risk to a higher collision risk. If so (step S30 : Yes), the process goes to a step S32 in which a brake precharge command to the brake unit 120 is issued. Then the process moves to step S20 continued.

However, if the current value of the traffic situation representative parameter does not pass the pre-load threshold in a direction from a lower collision risk to a higher collision risk (step S30 : No), the process moves to the step S14 continued.

It should be noted that, if the traffic situation analysis unit 108 Outputting information about a plurality of parameters representing a traffic situation, the steps S26 and S30 for each of these a traffic situation representing parameters are executed separately. In addition, a positive result (step S26 : Yes or step S30 : Yes) only output if the respective conditions for each parameter representing a traffic situation are fulfilled at the same time. Alternatively, a positive result (step S26 : Yes or step S30 : Yes), if the respective conditions for a specific subset of parameters representing a traffic situation are met simultaneously.

With reference now to 3 becomes the process of step S22 that is, the process of obtaining the thresholds from this threshold setting unit 116 to be described in greater detail:

After entering the subroutine in step S22 has entered, receives the threshold setting unit 116 the current risk of collision CR (= Collision risk prediction value) generated by the collision risk prediction unit 112 is predicted in step S40 , Then the process goes to a step S42 in which the collision risk is classified into a plurality of collision risk areas. Assuming that the collision risk is provided as the probability value, that is, a value which is in a range between 0 and 1, for example, three collision risk ranges "no / low", "high", and "very high "According to the following value assignment: 0 ≤ CR <0.9 => Collision Risk Area "no / low" (j = 1) 0.9 ≤ CR <0.95 => Collision risk area "high" (j = 2) 0.95 ≤ CR ≤ 1 => Collision risk area "very high" (j = 3)

Further, if the distance d of the ego vehicle H to the intersection is greater than a predetermined distance threshold d2 (d> d2), a "collision risk area" may be introduced according to which the vehicle ride support device 100 Is "minimally activated". Accordingly, the vehicle ride support device is 100 able to always provide AEB, at least in extreme cases.

Then the process goes to a step S43 in which the threshold setting unit 116 the track intersection turn prediction data from the track intersection turn prediction unit 124 receives and transforms this information into a collision risk area language.

In a subsequent step S44 the process is divided into four branches depending on the respective collision risk area.

If the collision risk is low, or if there is no risk of collision at all, the process goes one step S46 in which the pre-fill threshold is on TV _{1,1, k} is set, and then proceeds to a step S48 in which the brake threshold is on TV _{2.1, k} is determined. However, if the risk of collision is high, the process goes one step S50 in which the pre-fill threshold is on TV _{1,2, k} is set, and then proceeds to a step S52 in which the brake threshold is on TV _{2,2, k} is determined. And if the collision risk is very high, the process goes one step S54 in which the pre-fill threshold is on TV _{1,3, k} is set, and then proceeds to a step P.56 in which the brake threshold is on TV _{2,3, k} is determined. Finally, if the collision risk area is "disabled", the process moves to one step S58 in which the pre-fill threshold is on TV _{1.0, k} is set, and then proceeds to a step S60 in which the brake threshold is on TV _{2.0, k} is determined. It should be mentioned that the values TV _{1.0, k} and TV _{2.0, k} are selected to be very conservative in order to avoid false positive results, but nonetheless allow the system to react in very critical situations in road sections located between two intersections. In any case, the first index of the threshold TV indicates which type i of threshold is set, the pre-load threshold (i = 1) or the brake threshold (i = 2), the second index shows the respective collision risk range j and the third index indicates the parameter k representing the respective traffic situation (see Table 1).

After the step S60 the process returns to the main routine of 2 in one step S66 whereas the process is after the steps S48 . S52 and P.56 to a step S62 in which it is determined whether the distance d of the ego vehicle continues H to the intersection between a first distance threshold d1 and a second distance threshold d2 which was previously considered the distance threshold d2 (d1 ≤ d ≤ d2) Table 1: Forecast result j ► Minimally activated (j = 0) No / low collision risk (j = 1) High collision risk (j = 2) Very high risk of collision 0 = 3) ▼ System reaction i Brake pre-filling (i = 1) TV _{1.0, k} TV _{1,1, k} TV _{1,2, k} TV _{1,3, k} autonomous emergency braking (i = 2) TV _{2.0, k} TV _{2.1, k} TV _{2,2, k} TV _{2,3, k}

In the negative case (step S62 : No), the brake threshold and the pre-charge threshold, which are in steps S46 to P.56 and the process returns to the main routine 2 in one step S66 back.

In the positive case (step S62 : Yes), however, the process goes to a step S64 in which the brake threshold and the pre-charge threshold are set to values which are determined by a linear interpolation between the brake threshold and the pre-fill threshold, which steps S46 to P.56 have been set, for the fully activated case, and the brake threshold and the pre-fill threshold, which are in the steps S58 and S60 have been set for the minimally activated case, depending on the respective distance d of the ego vehicle H to the intersection: $$TV=TVvOllst.aktiv+\frac{d-d1}{d2-d1}\times \left(TVminimalaktiv-TVvOllst,aktiv\right)$$

5a shows two intersections I a street R whereas the graphics of 5b to 5d the activation level AL Vehicle Ride Support Device 100 show for different situations.

5b shows the operation of the vehicle ride support device 100 according to the application DE 10 2017 218 790.5 of the prior art. The Vehicle Ride Support Device 100 is fully activated in an area that extends over a distance d1 extends to either side of the intersection while it is disabled outside this range. It should be mentioned that 5b assumes that the GPS signals and map data provide accurate information about the location of the intersection.

In practice, however, the GPS signals and map data may show some inaccuracies, such as 5c can be seen, resulting in a shift of the fully activated area. As a consequence of this, the vehicle ride support device operates 100 not accurate in some situations. In 5c For example, the actual extent of the intersection area is indicated by dashed lines, whereas the extent of the intersection area, as determined based on the GPS signals and the map data, is indicated by dotted lines.

How out 5d can be seen, this problem can be solved or at least defused by both ideas of the present invention, namely a linear interpolation ramp in a range between a distance d1 and d2 and a minimum activation outside this extended range. It should be noted that both ideas can be applied independently. In other words, the minimally activated operation can affect the distance d1 be extended and / or the ramp could be extended to a level corresponding to a deactivation.

QUOTES INCLUDE IN THE DESCRIPTION

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Cited patent literature

• DE 102017218790 [0004, 0008, 0013, 0063]

Claims (12)

A vehicle ride assist device (100) adapted to be mounted in an ego vehicle (H) and to assist a driver of the ego vehicle in avoiding a collision with another vehicle (O), the vehicle Vehicle Ride Support Device Includes: An environment monitoring unit (102), which is set up to monitor the environment of the ego vehicle (H) and to provide corresponding environmental monitoring data, comprising data about the other vehicle (O), A brake unit (120) capable of performing a brake action, A traffic situation analysis unit (108) which is set up to analyze the traffic situation of the ego vehicle (H) relative to the other vehicle (O) on the basis of the environmental monitoring data, and a value representing a traffic situation representing a parameter representing a traffic situation issue, A collision risk prediction unit (112) arranged to predict whether or not there is a risk of a collision between the ego vehicle (H) and the other vehicle (O) and to output a corresponding collision risk prediction value, • a lane turn prediction unit (124) arranged to determine whether or not the driver of the ego vehicle (H) is about to make a turn maneuver, crossing at least one lane of oncoming traffic , and provide corresponding track crossing turn prediction data, A threshold setting unit (116) arranged to receive the collision risk prediction value from the collision risk prediction unit (112), wherein the threshold determination unit (116) is further configured to determine a collision risk dependent threshold for the traffic situation representative parameter in dependence on the respective collision risk prediction value if the lane intersection prediction data indicates that the driver of the ego vehicle (H) intends to perform a turn maneuver with at least one lane of oncoming traffic being crossed, and if the environmental monitor data indicates that the distance of the ego vehicle (H) to the intersection is less than one first distance threshold (d1), wherein the threshold determination unit (116) is further configured to set a first fixed threshold for the traffic situation representative parameter independently of the respective collision risk prediction value if the lane intersection prediction data does not indicate that the driver of the ego Vehicle (H) intends to make a turn maneuver with at least one lane of oncoming traffic being crossed, and if the environmental monitor data indicates that the distance of the ego vehicle (H) to the intersection is less than the first distance Threshold (d1), and wherein the threshold setting unit (116) is further configured to set a second fixed threshold for the traffic condition representative parameter if the environmental monitoring data indicates that the distance of the ego vehicle (H) from the intersection is a second distance threshold (d2), wherein the second fixed threshold value corresponds to a collision risk that is less than the lowest collision risk that is taken into account if the lane intersection prediction data indicates that the driver of the ego vehicle (H) is intending to make a turn maneuver with at least one lane of oncoming traffic being crossed, and the environmental monitoring data indicate that the distance of the ego vehicle (H) to the intersection is less than the first distance threshold (d1), and • a control / control unit (118), which is configured to receive the traffic situation representing value from the traffic situation analysis unit (108) and the threshold value from the threshold setting unit (116), and to the brake unit (120) Issue brake command if the value representing the traffic situation passes through the respective threshold in a direction from a lower collision risk to a higher collision risk. Vehicle Ride Support Device After Claim 1 wherein the first distance threshold (d1) is equal to the second distance threshold (d2). A vehicle ride assist device (100) adapted to be mounted in an ego vehicle (H) and to assist a driver of the ego vehicle in avoiding a collision with another vehicle (O), the vehicle A vehicle trip assist device comprises: an environment monitoring unit configured to monitor the ego vehicle environment and to provide corresponding environmental monitoring data including data about the other vehicle . A braking unit (120) capable of performing a braking action; a traffic situation analyzing unit (108) arranged to determine the traffic situation of the ego vehicle (H) relative to the other based on the environmental monitoring data Analyzing a vehicle (O) and outputting a value representing a traffic situation representing a parameter representing a traffic situation; a collision risk prediction unit (112) arranged to predict whether or not there is a risk of collision between the ego vehicle (H ) and the other vehicle (O), and output a corresponding collision risk prediction value, • a track intersection turn prediction unit (124) arranged to determine whether or not the driver of the ego vehicle (H) is it is to perform a turn maneuver, with at least one lane of oncoming traffic being crossed, and correspond de track crossing turn prediction data, • a threshold setting unit (116) arranged to receive the collision risk prediction value from the collision risk prediction unit (112), the threshold setting unit (116) being further adapted thereto is to determine a collision risk dependent threshold for the traffic condition representative parameter depending on the respective collision risk prediction value if the intersection turn prediction data indicate that the ego vehicle driver (H) intends to make a turn Maneuver, wherein at least one lane of oncoming traffic is crossed, and if the environmental monitoring data indicate that the distance of the ego vehicle (H) to the intersection is less than a third distance threshold (d1), the threshold Setting unit (116) is further adapted to a first fixed Setting the threshold for the traffic situation representative parameter regardless of the respective collision risk prediction value if the lane intersection prediction data does not indicate that the ego vehicle driver (H) intends to perform a turn maneuver, wherein at least one lane is crossed by oncoming traffic, and if the environmental monitoring data indicates that the distance of the ego vehicle (H) to the intersection is less than the third distance threshold (d1), and wherein the threshold setting unit (116) further thereto is set to set the threshold for the parameter representing the traffic situation to a value which is between a third fixed threshold for the traffic situation representing parameter and the threshold depending on the respective collision risk, based on the distance of the ego vehicle (H) of the Intersection, interpolate, vo preferably interpolate linearly if the lane intersection prediction data indicate that the ego vehicle operator (H) intends to make a turn maneuver, crossing at least one lane of oncoming traffic, and if the environmental monitoring data indicating that the distance of the ego vehicle (H) is to the intersection between the third distance threshold (d1) and a fourth distance threshold (d2); and • a control / control unit (118) arranged thereto to receive the value representing the traffic situation from the traffic situation analysis unit (108) and the threshold value from the threshold setting unit (116), and to issue a brake command to the brake unit (120) if the value representing the traffic situation corresponds to the respective threshold value Direction from a lower collision risk to a higher collision risk. Vehicle Ride Support Device After Claim 3 , wherein the third fixed threshold for the parameter representing the traffic situation is set to an unreachable value. Vehicle Ride Support Device After Claims 1 and 3 wherein the first distance threshold is less than the second distance threshold, wherein the first distance threshold equals the third distance threshold and the second distance threshold equals the fourth distance threshold, and wherein the third fixed threshold is the parameter representing the traffic situation is equal to the second fixed threshold for the parameter representing the traffic situation. The vehicle ride assist device of claim 1, further comprising a turn signal sensor that provides a turn signal that indicates whether or not a turn signal for indicating a track turn maneuver has been activated, and wherein the first fixed threshold is selected to be equal to the threshold corresponding to the lowest collision risk prediction value when the turn signal indicates that the turn signal has been activated to indicate a track intersection turn maneuver. Vehicle drive support device according to one of the preceding claims, wherein the brake unit (120) is further capable of performing a brake preparation action, wherein the threshold setting unit (116) is further configured to determine a threshold set for the traffic-representing parameter, the threshold set comprising a brake-preparation threshold relevant to performing the brake-preparation action in addition to a brake threshold; which was previously referred to as the collision risk dependent threshold, which is relevant for performing the braking action, the brake preparation threshold being different from the braking threshold, and wherein the control unit (118) is adapted to issue a brake preparation command to the brake unit (120) if the traffic situation representative value passes the brake preparation threshold in a direction from a lower collision risk to a higher collision risk the brake unit (120) outputting the brake command if the value representing the traffic situation passes the brake threshold in a direction from a lower collision risk to a higher risk of collision. Vehicle drive support device according to one of the preceding claims, wherein the traffic situation analysis unit (108) is adapted to output traffic state representative values for a plurality of traffic situation representative parameters, and that the threshold setting unit (116) is adapted to set a respective threshold or threshold rate for each of the plurality of traffic determine a traffic situation representing parameters. Vehicle Ride Support Device After Claim 8 wherein the control / control unit (118) is further adapted to output to the brake unit (120) the brake command only if at least two, preferably all, values of the traffic situation representative parameters exceed the respective threshold in a direction of lower collision risk a higher risk of collision. Vehicle drive support device according to one of the preceding claims, which is further adapted to be in an operating condition only when an instantaneous speed of the ego vehicle (H) is less than a predetermined value, preferably less than or equal to 35 km / h. Vehicle drive support device according to one of the preceding claims, wherein the control unit (118) is arranged to output the brake command to the brake unit (120) for at least a predetermined period of time. Vehicle drive support device according to one of the preceding claims, wherein the control unit (118) is adapted to issue a warning command to a driver warning unit (122), preferably earlier than outputting the brake command and / or the brake preparation command.

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