DE102012203985A1 - Method for controlling speed of vehicle, involves detecting driver action that suggests stationary object as non-relevant as evasive action depending on steering action of vehicle - Google Patents

Abstract

The method involves determining distance and relative speed of a target running in the front, taking control on a reference speed preset by the driver in a speed controlling mode, and taking control on a preset reference-distance to the target running in the front in a distance controlling mode. A stationary object is detected as target object when a driver action is not detected, which suggests the stationary object as non-relevant. The driver action that suggests the stationary object as non-relevant is detected as evasive action depending on steering action of the vehicle.

Description

The invention relates to a method for controlling the travel speed of a vehicle according to the preamble of claim 1.

Motor vehicles with distance-based driving speed control systems have long been known. Such, for example, in the applicant of the present patent application under the name "Active Cruise Control" offered systems allow the motor vehicle while maintaining a desired distance to a moving in front of this motor vehicle (this is referred to as target object) with a desired or a correspondingly lower To move speed automatically. The principle is the well-known driving speed control, which complies with a certain predetermined speed, extended by an additional distance function, so that the use of such an "active" cruise control is possible even in dense motorway and highway traffic. This so-called "active driving speed control" keeps the predetermined desired speed in a speed control mode when the own driving lane is free. Detects a mounted on the motor vehicle distance sensor, which can work especially on radar, a preceding target or (force) vehicle in the own lane, so in a distance control mode own speed, for example. By causing a suitable braking torque to the speed of the preceding motor vehicle or target object is adjusted such that a distance control contained in the "active vehicle speed control" or in the corresponding speed control system automatically adopts a situation-specific distance to the vehicle or target vehicle ahead.

In the speed control systems currently on the market, generally only moving objects or objects that were previously detected as moving objects are detected as target objects. So-called a priori objects, ie objects that were never detected as moving, are not taken into account in the cruise control. However, this can lead to unwanted accelerations, especially when a preceding target object changes lane because there is a stationary vehicle in front of it. Likewise, the case may arise that during a following trip the preceding destination object turns off at an intersection. If there is a stationary vehicle in front of the (original) target object, an acceleration to the set target speed would take place since the stationary vehicle was not recognized as a target object. In such cases, the driver has to intervene to prevent a collision. As a result, the driver can lose confidence in such systems or is at least greatly irritated. After a driver intervention, the cruise control system must be reactivated.

From the DE 197 57 062 A1 A distance-related electronically controlled speed control system is already known in which, when detected stationary objects (after a turning operation of the preceding original target object), the acceleration is at least reduced. To detect a relevant stationary object, the following criteria are evaluated: object is within the lane, speed is approximately zero and the deviation in the longitudinal direction is smaller than a predetermined limit.

Next discloses the DE 100 15 300 A1 a method for controlling the driving speed of a motor vehicle, in which takes place when detecting a stationary object in the lane of the motor vehicle, an intervention in the scheme in terms of limiting the acceleration of the vehicle. Again, a number of criteria are monitored and evaluated to recognize a dormant object.

Since an a priori object with a radar-based sensors is difficult to identify clearly, a variety of criteria must be monitored and evaluated.

The object of the invention is now to specify a method for controlling the travel speed of a vehicle, in which a priori objects are taken into account. In particular, the object of the invention lies in a reliable recognition of a relevant stationary object.

This object is achieved by a method according to claim 1. Advantageous developments emerge from the dependent claims.

The inventive method for controlling the driving speed of a vehicle is basically configured such that the distance and the relative speed of at least one preceding target object are determined and in a speed control mode, a control to a predetermined speed by the driver and in a distance control mode control to a predetermined desired distance to the preceding Target object occurs when moving at less than target speed. If an object standing a priori is detected and determined as the target object due to the presence of all first-detection prerequisites, this is also taken into account in the control or regulation of the vehicle speed.

• – Die von einer Erkennungseinheit gelieferten Daten sind nicht unplausibel, d. h. es wird abgefragt, ob die von der Sensoreinheit (z. B. Radarsensor) gelieferten Daten des Objekts plausibel erscheinen.
• – Die Abweichung in Längsrichtung des stehenden Objekts zum Fahrzeug (relative Position in X-Richtung, also zur Fahrzeuglängsachse nach Vorne) ist kleiner als eine vorgegebene obere erste Längsversatzschwelle, d. h. das stehende Objekt darf in X-Richtung nicht als zu weit entfernt detektiert werden.
• – Die Abweichung in Längsrichtung des stehenden Objekts zum Fahrzeug (relative Position in X-Richtung, also zur Fahrzeuglängsachse nach Vorne) ist größer als eine vorgegebene untere erste Längsversatzschwelle, d. h. das stehende Objekt darf in X-Richtung nicht als zu nah detektiert werden.
• – Das stehende Objekt befindet sich auf der eigenen Fahrspur, d. h. es wird ausgeschlossen, dass sich das stehende Objekt auf einer Nachbarspur befindet.
• – Das stehende Objekt wird hinsichtlich der Querrichtung zum Fahrzeug (relevante Position in Y-Richtung) als relevant eingestuft, d. h. die Relevanz in der Querrichtung muss eine vorgegebene untere Querrelevanzschwelle überschreiten. Die Relevanz kann direkt durch den Sensor berechnet werden.
• – Der Querversatz des stehenden Objekts zum Fahrzeug (relative Position in Y-Richtung, also zur Fahrzeugquerachse) ist kleiner als eine vorgegebene erste Querversatzschwelle, d. h. das stehende Objekt darf in Y-Richtung nicht als zu weit entfernt detektiert werden.
• – Das stehende Objekt wird hinsichtlich der Längsrichtung als relevant eingestuft, d. h. die Relevanz in der Längsrichtung muss eine vorgegebene untere Längsrelevanzschwelle überschreiten. Die Relevanz kann direkt durch den Sensor berechnet werden.
• – Die Geschwindigkeit des stehenden Objekts ist kleiner als eine vorgegebene erste Geschwindigkeitsschwelle, wobei die erste Geschwindigkeitsschwelle zumindest nahezu Null ist (eine leichte Toleranz ist erlaubt).
• – Das stehende Objekt wird nicht als entgegenkommend klassifiziert.

In principle, a number of first-recognition prerequisites must be met for the first recognition of a stationary object as the target object. This may, for example, be the following prerequisites:

• The data supplied by a recognition unit are not implausible, ie it is queried whether the data of the object supplied by the sensor unit (eg radar sensor) appear plausible.
• - The deviation in the longitudinal direction of the stationary object to the vehicle (relative position in the X direction, ie the vehicle longitudinal axis to the front) is smaller than a predetermined upper first longitudinal offset threshold, ie the stationary object may not be detected in the X direction as far away.
• - The deviation in the longitudinal direction of the stationary object to the vehicle (relative position in the X direction, ie to the vehicle longitudinal axis to the front) is greater than a predetermined lower first longitudinal offset threshold, ie the stationary object may not be detected in the X direction as too close.
• - The stationary object is in its own lane, ie it is excluded that the stationary object is located on a neighboring lane.
• - The stationary object is classified as relevant with regard to the transverse direction to the vehicle (relevant position in Y-direction), ie the relevance in the transverse direction must exceed a specified lower transverse relevance threshold. The relevance can be calculated directly by the sensor.
• - The transverse offset of the stationary object to the vehicle (relative position in the Y direction, ie to the vehicle transverse axis) is smaller than a predetermined first transverse offset threshold, ie the stationary object may not be detected in the Y direction as too far away.
• - The standing object is classified as relevant with regard to the longitudinal direction, ie the relevance in the longitudinal direction must exceed a predetermined lower longitudinal relevance threshold. The relevance can be calculated directly by the sensor.
• The speed of the stationary object is less than a predetermined first speed threshold, with the first speed threshold being at least nearly zero (a slight tolerance is allowed).
• - The standing object is not classified as accommodating.

If several relevant stationary objects are detected (which fulfill all relevant first-recognition prerequisites), the stationary object which has the smallest deviation in the longitudinal direction to the vehicle within the permitted longitudinal deviation range is advantageously defined as the target object, ie. H. the one closest to the vehicle is selected.

The basic idea of the invention is now, when detecting stationary objects, to consider a driver reaction which suggests that the driver has perceived a stationary vehicle but does not want to have it as a target object. Thus, detected standing objects that are not relevant should be excluded from consideration as a target object.

The invention is thus distinguished by the fact that a stationary object is recognized as a target object only if it is recognized in the sense of a first recognition condition on the basis of the driver's action that the stationary object for the cruise control should not be considered relevant, ie. H. A driver action is recognized that suggests a stationary object as not relevant. A driver's action, which suggests a standing object as not relevant, for example, may be an evasive maneuver.

Advantageously, a driver action that suggests that a stationary object is not relevant, in particular an evasive maneuver of the vehicle, is detected as a function of a parameter describing the state or a state change of the vehicle, in particular as a function of the steering maneuver of the vehicle.

If, for example, upon detection of a stationary object that fulfills all other first-recognition requirements, it is determined that the steering angle of the vehicle exceeds a predefined steering angle limit value and / or that the steering speed exceeds a predefined steering speed limit value, the stationary object is not defined as the target object, since it can be assumed with high probability that the driver has initiated an evasive action. Both the steering angle limit and the steering speed limit can fixed or dependency of predetermined parameters - such. B. the current speed of the vehicle or the track width or the current course of the road - are set variably.

Alternatively, an evasive maneuver and / or a driver's action, which suggests that a stationary object is not relevant, can be detected if a lane change and / or a lane change intent is detected. This can be determined, for example, by leaving the lane and / or a corresponding turn signal operation. In particular, an evaluation of the data of a navigation system and / or a camera system is also helpful here, from which, for example, it can be seen which one Road type and which road position (eg the 2nd lane from the left with a total of 5 lanes) and which lane type (eg turn lane or driveway) is currently being used.

If all Erst-Erkennungs conditions including the non-recognition of an evasive maneuver and / or a driver's action that suggests a stationary object as not relevant met, this stationary object is classified as a target and taken into account in the control or regulation of the vehicle speed. Advantageously, the control or regulation of the driving speed is adjusted in such a way that the acceleration is influenced as a function of the current speed of the vehicle.

Advantageously, upon detection of a stationary object in the sense of a target object, the acceleration is influenced as a function of the current speed of the vehicle such that at a speed of the vehicle which is at least not less than a predefined speed threshold (and at the same time less than the setpoint speed). Both the allowed positive and the allowed negative acceleration to a predetermined first limit, advantageously be limited to approximately zero. Thus, both a positive acceleration, and a negative acceleration is prevented.

If a stationary target object is detected with the proposed method and the own speed of the vehicle is less than the predetermined speed threshold, a permitted positive longitudinal acceleration is also limited to a threshold value close to zero. At the same time, however, a negative longitudinal acceleration up to a predefined second acceleration limit value which is greater in magnitude than the predefined first acceleration limit value is permitted. Thus, there is no unwanted acceleration of the vehicle here, but a certain delay is allowed.

The inventive method will now be explained in more detail with reference to the following embodiment. The single figure shows a simplified flowchart for a method for controlling the driving speed of a vehicle by means of an integrated distance-related speed control system.

The simplified flowchart begins in step 10 with the query, whether in the vehicle integrated distance-related speed control system ACC, in which in the event that no target object was detected, takes place in a speed control mode control to a driver-specified target speed, and in the event that a target object has been detected in a distance control mode, a control is carried out to a predetermined desired distance to the preceding target object, is active.

If the cruise control system ACC is active, the next step is 20 Checks whether a relevant moving object is in front of the vehicle and is set as a target object. If so, move to 25 passed over and made in the context of the above-mentioned conventional distance control mode AR to a predetermined target distance to the preceding target object.

• – Die von einer Erkennungseinheit gelieferten Daten sind nicht unplausibel.
• – Die Abweichung in Längsrichtung des stehenden Objekts zum Fahrzeug (relative Position in X-Richtung, also zur Fahrzeuglängsachse nach Vorne) ist kleiner als eine vorgegebene obere erste Längsversatzschwelle und größer als eine vorgegebene untere erste Längsversatzschwelle.
• – Das stehende Objekt befindet sich auf der eigenen Fahrspur.
• – Der Querversatz des stehenden Objekts zum Fahrzeug (relative Position in Y-Richtung, also zur Fahrzeugquerachse) ist kleiner als eine vorgegebene erste Querversatzschwelle.
• – Die Geschwindigkeit des stehenden Objekts ist in etwa Null.

Will in step 20 however, no moving object detected as the target object, in step 30 Checks whether a relevant stationary object is located in front of the vehicle and is defined as the target object. Since this is a first-time recognition or definition of a particular stationary object as the target object, all given first-recognition requirements must be met in order to be able to define a stationary object as the target object. These are the following prerequisites:

• - The data supplied by a recognition unit is not implausible.
• - The deviation in the longitudinal direction of the stationary object to the vehicle (relative position in the X direction, ie the vehicle longitudinal axis to the front) is smaller than a predetermined upper first longitudinal offset threshold and greater than a predetermined lower first longitudinal offset threshold.
• - The stationary object is on its own lane.
• - The transverse offset of the stationary object to the vehicle (relative position in the Y direction, ie the vehicle transverse axis) is smaller than a predetermined first transverse offset threshold.
• - The speed of the standing object is approximately zero.

• - Der Lenkwinkel LW des Fahrzeugs ist kleiner als ein vorgegebener Lenkwinkelgrenzwert LWG, und
• – es wird kein Spurwechsel SPW des Fahrzeugs erkannt.

In order to rule out that the relevant stationary object is defined as a target object, even though the driver has already initiated an evasive maneuver and thus indicates that the stationary object should not be taken into account, the following conditions must additionally be fulfilled as further initial recognition prerequisites be:

• The steering angle LW of the vehicle is less than a predetermined steering angle limit LWG, and
• - No lane change SPW of the vehicle is detected.

If several standing objects fulfill these first-recognition prerequisites, which relate only to the evaluation of data of a single object, the additional first-recognition Requested condition, which of the relevant stationary objects is closest to the vehicle. This vehicle or stationary object is then recorded as a target object.

If no detected stationary object fulfills all of the above requirements (or if no stationary object is detected), then the step 30 to step 35 passed over and made in the context of the above-mentioned conventional cruise control mode GR control to a predetermined by the driver target speed.

However, if a standing object satisfies all of the above requirements, this object is set as the target object and then to step 40 passed. There, the current speed v of the vehicle is queried.

If the speed v is less than a predetermined speed threshold GW3, it becomes step 45 in the context of a first special control mode SR1, which in principle corresponds to a distance control mode, intervened in the control or speed such that an allowed positive acceleration is limited to approximately zero and at the same time a negative acceleration only up to a predetermined second acceleration limit amount is greater than the predetermined first acceleration limit is allowed. This means that vehicle can be delayed but not accelerated.

If the speed v is not smaller than the predetermined speed threshold GW3, it becomes step 48 transitioned and intervened in the context of a second special control mode SR2, which also basically a distance control mode, so in the control or regulation of the speed that both an allowed positive, and also an allowed negative acceleration is limited to approximately zero. The vehicle will continue to operate at the current speed.

• – Die von einer Erkennungseinheit gelieferten Daten sind nicht unplausibel.
• – Das stehende Objekt ist weiterhin vorhanden.
• – Der Querversatz des stehenden Objekts zum Fahrzeug ist kleiner als eine vorgegebene zweite Querversatzschwelle, wobei die vorgegebene zweite Querversatzschwelle größer als die vorgegebene erste Querversatzschwelle ist.
• – Die Geschwindigkeit des stehenden Objekts ist kleiner als eine vorgegebene zweite Geschwindigkeitsschwelle, wobei die zweite Geschwindigkeitsschwelle größer als die vorgegebene erste Geschwindigkeitsschwelle ist.
• – Der Lenkwinkel LW des Fahrzeugs ist kleiner als ein vorgegebener Lenkwinkelgrenzwert LWG.
• – Es wird kein Spurwechsel SPW erkannt.

Both from step 45 , as well as from step 48 is then moved to step 50, in which it is checked whether the currently valid (standing) target object remains target object. Since a first detection has already taken place at this time, in this step 50 not all first recognition requirements, but only a few, from the initial recognition requirements derived (or identical with them) retention requirements checked. These are the following retention requirements:

• - The data supplied by a recognition unit is not implausible.
• - The standing object still exists.
• - The transverse offset of the stationary object to the vehicle is smaller than a predetermined second cross-offset threshold, wherein the predetermined second cross-offset threshold is greater than the predetermined first cross-offset threshold.
• The speed of the stationary object is less than a predetermined second speed threshold, the second speed threshold being greater than the predetermined first speed threshold.
• The steering angle LW of the vehicle is less than a predetermined steering angle limit value LWG.
• - No lane change SPW is detected.

If the currently valid (standing) target object meets these retention requirements, it becomes a step 40 jumps back. If at least one of these conditions is not fulfilled, the current target object is discarded and becomes the starting point after step 10 jumps back.

The advantage of the invention is thus to be seen in that it can be ensured by the method according to the invention that no detected stationary object becomes the target object, which is irrelevant due to the road course and / or a driver's action and / or other events for the cruise control.

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 19757062 A1 [0004]
• DE 10015300 A1 [0005]

Claims (8)

Method for controlling the driving speed of a vehicle, in which the distance and the relative speed of at least one preceding target object are determined and in a speed control mode (GR) a control to a predetermined by the driver target speed and in a distance control mode (AR) control to a predetermined target distance to preceded target object takes place, wherein under certain conditions upon detection of a stationary object in the sense of a target object an intervention takes place in the regulation of the speed of the vehicle, wherein a stationary object is recognized as a target object, if predetermined Erst-recognition conditions are met, characterized that a stationary object is only recognized as a target object if no driver action, which suggests a stationary object as not relevant, is detected. A method according to claim 1, characterized in that a driver's action, which suggests a stationary object as not relevant, is detected upon detection of an evasive maneuver. Method according to one of the preceding claims, characterized in that a driver's action that suggests a stationary object as not relevant, in particular an evasive maneuver in response to the steering maneuver (LW) of the vehicle is detected. Method according to one of the preceding claims, characterized in that a driver action that suggests a stationary object as not relevant, in particular an evasive maneuver is detected when the steering angle (LW) of the vehicle exceeds a predetermined steering angle limit (LWG) and / or if the Steering speed exceeds a predetermined steering speed limit. Method according to one of the preceding claims, characterized in that a driver's action that suggests a stationary object as not relevant, in particular an evasive maneuver is detected when a lane change (SPW) or lane change intent of the vehicle is detected. Method according to one of the preceding claims, characterized in that upon detection of a stationary object in the sense of a target object, the acceleration is influenced as a function of the current speed (v) of the vehicle. Method according to one of the preceding claims, characterized in that upon detection of a stationary object in the sense of a target object, the acceleration as a function of the current speed (v) of the vehicle is influenced such that at a speed (v) of the vehicle, at least not is less than a predetermined speed threshold (GW), the allowed positive and negative acceleration to a predetermined first limit, advantageously limited to approximately zero (SR2). Method according to one of the preceding claims, characterized in that upon detection of a stationary object in the sense of a target object, the acceleration as a function of the current speed (v) of the vehicle is influenced such that at a speed (v) of the vehicle, the less than is a predetermined speed threshold (GW), the allowed positive acceleration is limited to a predetermined first limit, advantageously to approximately zero, and the negative acceleration is permitted up to a predetermined second acceleration limit greater in magnitude than the predetermined first acceleration limit (SR1 ).

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