DE102023203696A1 - Method for an assistance system for a vehicle, assistance system and vehicle - Google Patents

Abstract

The present invention relates to a method for an assistance system of an ego vehicle (1), which is configured to assist by means of a function, in which the assistance system comprises a control device (2) for controlling actuators and sensors of the vehicle (1), at least one means for detecting the environment and/or object vehicles therein, and a communication device for communicating with other road users, wherein the current traffic situation is determined on the basis of the environment and/or the object vehicles, and the function of the assistance system is regulated in a traffic situation in which the movement paths of the ego vehicle (1) and an object vehicle (11) intersect with sufficient probability and an asymmetrical speed distribution between the ego vehicle (1) and the object vehicle (11) exists, in that the object vehicle (11) transmits at least one piece of information to the ego vehicle (1), which comprises an object-specific parameter of the object vehicle (11), wherein the function of the assistance system is not carried out if the speed of the object vehicle (11) is below a definable speed limit value, the speed of the ego vehicle (1) is above a definable speed limit, and the object-specific parameter fulfills a definable condition for this object-specific parameter.

Description

The present invention relates to a method for an assistance system of an ego vehicle, an assistance system for a vehicle and a vehicle which comprises an assistance system according to the invention.

Technological background

Generic vehicles, such as passenger cars, trucks or motorcycles, are increasingly being equipped with driver assistance systems that use sensor systems to detect the environment, recognize the traffic situation and support the driver, e.g. by braking or steering or by issuing a visual or acoustic warning. Radar sensors, lidar sensors, camera sensors or similar are regularly used as sensor systems for detecting the environment. Conclusions about the environment can then be drawn from the sensor data recorded by the sensors.

The term driving function particularly covers assisted and (partially) automated, driver-experienced vehicle behavior in driver assistance systems. The processed sensor information is used to recognize the environment in order to give instructions for warning/informing the driver or for controlled steering, braking and acceleration. As a result, generic driving functions can help to avoid accidents with other road users or to make complicated driving maneuvers easier by supporting or even completely taking over the driving task or vehicle control. For example, the vehicle can be kept in lane by an emergency brake assistant (EBA, Emergency Brake Assist), automatic emergency braking (AEB, Automatic Emergency Brake), an emergency steering assistant (ESA, Emergency Steer Assist), automatic evasive or emergency steering (AES, Automatic Emergency Steer), or an active lane keeping assistant with steering support (LKA, Lane Keeping Assist). In addition to emergency braking and emergency steering in dangerous situations, automated braking and/or steering intervention is particularly important when driving a vehicle (fully) automatically. Automated braking or steering is initiated in a critical environmental situation or traffic scene, particularly when a collision is imminent.

Generic assistance systems react, for example, to braking vehicles in the front or rear or to other road users such as pedestrians or cyclists and are designed in such a way that accidents are avoided by visual/acoustic warning signals from the driver as well as by automatic partial and emergency braking. Of particular importance here are traffic accidents involving crossing traffic, e.g. vehicles crossing the path of the ego vehicle from the left or right. Crossing traffic is particularly critical due to the resulting collision patterns (direct impact on the passenger cell) and often causes serious injuries to the road users involved. A distinction is made here as to whether the ego vehicle or the object vehicle or crossing road user is the cause, but both cases should be prevented or at least minimized by the AEB function. If the object vehicle is the cause, the ego vehicle usually has the right of way and, for example, drives over. B. at a higher speed (e.g. in urban areas of around 50 km/h) towards an intersection, while the object vehicle ignores a red light or a right-of-way rule, but moves at relatively low speeds or starts from a standstill. In around 40% of accidents of this type, the speed of the object vehicle is ≤ 10 km/h.

The decision to activate autonomous emergency braking or emergency steering is triggered by taking into account the last steering point (last point to steer) and the last braking point (last point to brake) in order to avoid false activations and to give the driver the opportunity to resolve the critical driving situation independently. A system-initiated braking or steering intervention therefore only takes place when a collision would be unavoidable without automatic intervention. This decision is made taking into account the possible braking behavior of the object vehicle. In an intersection situation, braking and/or steering intervention may therefore only take place when it is certain that the object vehicle will also enter the intersection. At the same time, the intervention must take place early enough that the ego vehicle has enough time to react (in particular to brake). Predicting the movement of the object vehicle is usually very difficult at higher ego speeds (e.g. more than 40 km/h or 50 km/h) and at the same time low object speeds (e.g. < 20 km/h), i.e. with an asymmetrical speed distribution, or even when the object vehicle sets off. In these cases, the time until braking (TTB) of the ego vehicle is significantly longer than the time until braking (TTB) of the object vehicle in order to prevent the potential accident. In order to counteract this, the ego vehicle would have to intervene with the brakes before the object vehicle has the opportunity to prevent the accident by braking. prevent. As a result, false-positive activations or incorrect activations of the ego vehicle's braking function often occur. In the same way, upstream warnings without false activations are difficult to implement. There is therefore a particular interest in how the effectiveness of the function can be increased and thus more accidents can be prevented in the future, while at the same time ensuring functional robustness.

Printed state of the art

The DE 10 2022 108 963 A1 describes a driver assistance system of an ego vehicle, which has a communication device that is set up to communicate with several other vehicles, an obstacle detection device that is set up to detect an obstacle in an environment and to output obstacle information about the detected obstacle, and a control device that is set up to obtain distance information about a distance to a second vehicle that is traveling in the environment of the ego vehicle. Based on the obstacle information that is detected by the obstacle detection device during a cruise control mode, driving information and position information of a third vehicle that is traveling in the environment of the second vehicle are obtained based on information received by the communication device. The acceleration and deceleration are controlled based on the distance information with respect to the second vehicle, the driving information of the third vehicle, and the position information of the third vehicle.

Object of the present invention

Based on the prior art, the object of the present invention is to provide an assistance system with which safety can be improved and the number of false-positive function activations or false activations can be reduced in traffic scenarios, in particular in intersection scenarios with asymmetric speed distribution of the road users.

solution to the task

The above object is achieved by the entire teaching of claim 1 and the subordinate claims. Expedient embodiments of the invention are claimed in the subclaims.

In the method according to the invention for an assistance system of an ego vehicle, which is configured to assist in a traffic situation by means of a function (e.g. emergency braking and/or emergency steering function and/or warning or the like), the assistance system comprises a control device for controlling actuators (e.g. steering, brake, engine) and sensors of the ego vehicle, at least one means for detecting the environment and/or objects or object vehicles therein and a communication device for communicating with other road users, for example via radio or the like (so-called vehicle-to-vehicle communication or car-to-car communication or V2C communication or V2X communication). The current traffic situation is determined or detected based on the environment and/or the objects or object vehicles therein, i.e. the environment and surroundings data. Furthermore, the function of the assistance system is regulated in a traffic situation (e.g. by braking intervention, steering intervention and/or a warning) in which the movement paths or trajectories of the ego vehicle and an object vehicle cross with sufficient probability and there is an asymmetrical speed distribution between the ego vehicle and the object vehicle, whereby asymmetrical speed distribution is understood to mean, for example, that the ego vehicle is traveling at a significantly higher speed than the object vehicle. Preferably, the currently prevailing traffic situation as well as the objects in it and their trajectories can be determined and predicted based on the environmental data. The object vehicle then transmits at least one piece of information to the ego vehicle, whereby the information comprises an object-specific parameter of the object vehicle and the information can be received by the communication device of the ego vehicle. The function of the assistance system is not carried out or is suppressed or aborted if the speed of the object vehicle is below a definable speed limit, the speed of the ego vehicle is above a definable speed limit and the object-specific parameter satisfies a definable condition for this object-specific parameter (ie either applies or does not apply, satisfies a corresponding value and/or falls below or exceeds it). Within the scope of the invention, the vehicle-to-vehicle communication is thus regarded as an additional input signal in order to expand the system limits of a warning, emergency steering and/or emergency braking function, particularly within intersection scenarios. This results in the advantage, among other things, that in traffic scenarios, particularly in intersection scenarios, with asymmetrical speed distribution of the traffic road users, safety can be improved and the number of false-positive function activations or false activations can be reduced.

Preferably, an environment sensor, in particular at least one radar sensor and/or lidar sensor and/or camera sensor and/or ultrasonic sensor, is provided as a means for detecting the environment and/or object vehicles. Furthermore, the communication device can also be provided as a means for detecting the environment and/or object vehicles, wherein the necessary data or information for detecting the environment and/or object can also be transmitted to the ego vehicle from other vehicles or infrastructure elements (e.g. buildings or traffic elements with external cameras) via car-to-car or car-to-X communication. Accordingly, the speed of the object vehicle can either be determined via the environment sensor system (e.g. Doppler measurement using radar or the like) and/or transmitted directly from the object vehicle to the ego vehicle via V2X communication. All combinations of these means are conceivable here.

It is expedient to provide a speed limit below which the speed of the object vehicle lies with a value of less than or equal to 30 km/h, in particular less than or equal to 25 km/h, particularly preferably less than or equal to 20 km/h, preferably less than or equal to 15 km/h, preferably less than or equal to 10 km/h. Within the framework of the current Euro NCAP (European New Car Assessment Programme), for example, activation of the emergency braking function for crossing vehicles is only described from an object speed of 20 km/h to 60 km/h, so that speed ranges below 20 km/h are not addressed. As a result, the present invention solves a traffic situation that was previously difficult to solve. The effectiveness of the function is increased to such an extent that accidents can be prevented while at the same time maintaining functional robustness.

According to a particular embodiment of the invention, the speed limit above which the speed of the ego vehicle lies is greater than or equal to 30 km/h, in particular greater than or equal to 40 km/h, particularly preferably greater than or equal to 50 km/h. Furthermore, the definable speed limit values for the object vehicle and the ego vehicle could also be set such that the speed limit of the ego vehicle whose speed is above the definable speed limit is a multiple (e.g. 2 times, 3 times, 4 times or 5 times, etc.) of the speed limit of the object vehicle whose speed is below the definable speed limit. For example, the speed limit below which the object speed lies could be set to 20 km/h and accordingly the speed limit above which the speed of the ego vehicle lies could be set to 20 km/h, for example. B. be set at twice the value or 40 km/h, at two and a half times the value or 50 km/h or at three times the value or 60 km/h.

Preferably, at least the accelerator pedal position and/or the brake pedal position are provided as object-specific parameters, whereby an actuation of the accelerator pedal is provided as a definable condition for the accelerator pedal position or accelerator pedal setting and, for example, non-actuation fulfills the object-specific parameter (i.e. that the object vehicle does not accelerate or the gas is not activated) and an actuation of the brake pedal is provided as a definable condition for the brake pedal position or brake pedal setting and an actuation fulfills the object-specific parameter (i.e. that the object vehicle brakes and thus no longer accelerates or activates the brake). Conversely, an actuation of the accelerator pedal may not fulfill the object-specific parameter because the object vehicle thus accelerates or activates the gas, and a non-actuation of the brake pedal may not fulfill the object-specific parameter because the object vehicle therefore does not brake and, for example, acceleration can be assumed.

• - Objektgröße und -typ des Objektfahrzeuges, wobei die Kenntnis der Fahrzeuglänge- und breite eine Berechnung einer Kollisionszone beeinflusst;
• - Vorhandensein eines Anhängers sowie vorzugsweise die Dimension des Anhängers;
• - Objektfahrzeugmasse des Objektfahrzeugs, wobei die Fahrzeugmasse Einfluss auf die Fahrzeugbeschleunigung (z. B. höhere Fahrzeugmasse führt zu langsamerer Fahrzeugbeschleunigung bei gleicher Gaspedalbetätigung);
• - Beladungszustand des Objektfahrzeugs;
• - Objektmotorisierung bzw. Motorisierung des Objektfahrzeugs;
• - Fahrerfahrstill des Objektfahrzeugs, basierend auf der Fahrhistorie, wobei die Intention des Objektfahrzeugs aus dem vergangenen Geschwindigkeitsprofil, insbesondere der letzten 10 Sekunden, extrapoliert werden kann (Path-History bzw. Pfadhistorie);
• - Reifenzustand, -typ, -breite, -druck des Objektfahrzeugs;
• - Reibwert auf der Straße und Straßenzustand;
• - Status Fahrtrichtungsanzeiger (links, rechts) und/oder Warnblinker des Objektfahrzeugs;
• - Lenkwinkel und -geschwindigkeit des Objektfahrzeugs;
• - Motorstatus (an/aus) des Objektfahrzeugs;
• - (prädizierte) Kollisionswahrscheinlichkeit in Abhängigkeit von übermittelten Informationen des Objektfahrzeuges, wobei eine Unterscheidung zwischen Bremsen, Lenken und Warnen (oder eine Kombination daraus) erfolgt; und
• - Blickrichtung und/oder Körperhaltung des Fahrers des Objektfahrzeugs.

Furthermore, at least one of the following parameters can be provided as an object-specific parameter:

• - Object size and type of the object vehicle, whereby knowledge of the vehicle length and width influences a calculation of a collision zone;
• - Presence of a trailer and preferably the dimensions of the trailer;
• - object vehicle mass of the object vehicle, whereby the vehicle mass influences the vehicle acceleration (e.g. higher vehicle mass leads to slower vehicle acceleration with the same accelerator pedal operation);
• - loading condition of the object vehicle;
• - Object motorization or motorization of the object vehicle;
• - Driver driving style of the object vehicle, based on the driving history, whereby the intention of the object vehicle can be extrapolated from the past speed profile, in particular the last 10 seconds (path history);
• - tire condition, type, width, pressure of the object vehicle;
• - friction coefficient on the road and road conditions;
• - Status of direction indicators (left, right) and/or hazard lights of the object vehicle;
• - steering angle and speed of the object vehicle;
• - Engine status (on/off) of the object vehicle;
• - (predicted) collision probability depending on information transmitted by the object vehicle, whereby a distinction is made between braking, steering and warning (or a combination thereof); and
• - Direction of gaze and/or posture of the driver of the object vehicle.

The object vehicle can also expediently transmit position information to the ego vehicle (e.g. a GPS position, navigation data or the like), whereby the position information is used to determine the current traffic situation. The position information or position query can serve, for example, as a confidence query. This further increases safety, as the object vehicle can be identified and localized with sufficient certainty and additional query security is generated. In particular in traffic scenarios with concealed object vehicles or a limited sensor view, safety can be improved to a great extent by transmitting the position data.

Furthermore, only secure information from the object vehicle can be taken into account by the ego vehicle. For example, only certified, encrypted or coded information can be transmitted or accepted.

In addition or subordinately, the invention also claims an assistance system for an ego vehicle, which is configured to assist in a critical traffic situation by means of a function, comprising a control device for controlling actuators and sensors of the vehicle, a communication device for communicating with other road users and at least one means for detecting the environment and/or objects or object vehicles therein (e.g. a corresponding environment sensor and/or the communication device). Furthermore, the control device determines the current traffic situation based on the environment and/or the objects or object vehicles. In addition, the control device can regulate the function of the assistance system in a traffic situation, i.e. suppress or do not allow, in which the movement paths of the ego vehicle and the object vehicle intersect with sufficient probability and there is an asymmetrical speed distribution between the ego vehicle and the object vehicle, in that the object vehicle transmits at least one piece of information to the ego vehicle, which is received by the communication device and includes an object-specific parameter of the object vehicle, and the function of the assistance system is not carried out if the speed of the object vehicle is below a definable speed limit, the speed of the ego vehicle is above a definable speed limit and the object-specific parameter fulfills a definable condition for this object-specific parameter.

Furthermore, the present invention claims a corresponding ego vehicle or vehicle which comprises an assistance system according to the invention (e.g. emergency braking assistant, emergency steering assistant and/or the like).

Description of the invention based on embodiments

• 1 eine vereinfachte Darstellung einer Ausgestaltung eines Fahrzeuges mit erfindungsgemäßem Notbremssystem;
• 2 eine vereinfachte Darstellung einer Verkehrssituation, bei der sich die Bewegungswege von Ego-Fahrzeug und Objektfahrzeug mit ausreichender Wahrscheinlichkeit kreuzen und eine asymmetrische Geschwindigkeitsverteilung zwischen Ego-Fahrzeug und Objektfahrzeug vorliegt, sowie
• 3 eine vereinfachte Darstellung einer Ausgestaltung eines erfindungsgemäßen Verfahrensablaufs bzw. einer erfindungsgemäßen Aktivierungslogik der Fahrfunktion unter Berücksichtigung eines über V2X bzw. V2C vom Objektfahrzeug übermittelten objektspezifischen Parameters.

The invention is explained in more detail below using practical embodiments. They show:

• 1 a simplified representation of an embodiment of a vehicle with an emergency braking system according to the invention;
• 2 a simplified representation of a traffic situation in which the movement paths of the ego vehicle and the object vehicle intersect with sufficient probability and there is an asymmetric speed distribution between the ego vehicle and the object vehicle, and
• 3 a simplified representation of an embodiment of a method sequence according to the invention or of an activation logic of the driving function according to the invention, taking into account an object-specific parameter transmitted by the object vehicle via V2X or V2C.

Reference number 1 in 1 describes a vehicle or ego vehicle which comprises the assistance system according to the invention and for this purpose has a control device 2, which can be, for example, a central control unit (ECU - Electronic Control Unit, ADCU Assisted & Automated Driving Control Unit) which can recognize and classify the environment or the vehicle environment and the objects located therein using suitable sensors or sensor devices for detecting the environment. As a means or sensor device for detecting the environment, the ego vehicle 1 has a radar sensor arranged in the front area and a camera 6 arranged behind the windshield of the vehicle 1 and a lidar sensor 7, as well as ultrasonic sensors 9a-9d arranged in the front and rear areas of the ego vehicle 1. The sensors are not listed exhaustively here; in particular, fewer or more sensors (e.g. further radar sensors in the front and/or rear area, further cameras and/or ultrasonic sensors at different points on the vehicle 1 and/or the like) can be provided. By means of the sensors for detecting the environment, the control device 2 can, for example, recognize other road users, roadside buildings, crash barriers, road markings, road signs and the like and use them to carry out driving maneuvers. The ego vehicle 1 also discloses a communication device that is set up to communicate with several other vehicles.

In 2 a traffic situation is shown in which the movement paths or trajectories of the ego vehicle 1 and an object vehicle 11 intersect with sufficient probability, since both are driving towards an intersection. Furthermore, there is an asymmetrical speed distribution between the ego vehicle 1 and the object vehicle 11, with the ego vehicle 1 traveling at a significantly higher speed than the object vehicle 11. For example, the currently prevailing traffic situation or the intersection scenario as well as the object vehicle 11 can be determined based on the environmental data from the environmental sensors of the ego vehicle 1. The ego vehicle 1 can also classify the detected objects or the object vehicle 11 based on the environmental data and determine or predict its movement or trajectory.

In the method according to the invention for an assistance system of an ego vehicle, which is configured to assist by means of a function (e.g. emergency braking and/or emergency steering function and/or warning or the like), the assistance system comprises a control device for controlling actuators (e.g. steering, brake, engine) and sensors of the vehicle, at least one means for detecting the environment and/or object vehicles therein and a communication device for communicating with other road users, for example via radio or the like (so-called vehicle-to-vehicle communication or car-to-car communication or V2C communication). The current traffic situation is determined or recorded based on the environment and/or the object vehicles, i.e. the environmental and surrounding data. Furthermore, the function of the assistance system is regulated in a traffic situation (e.g. by braking intervention, steering intervention and/or a warning). The object vehicle then transmits at least one piece of information to the ego vehicle, wherein the information comprises an object-specific parameter of the object vehicle 11 and the information can be received by the communication device of the ego vehicle 1. The object vehicle 11 also has a communication device for sending the information and receiving information/requests and has corresponding sensors or determination devices in order to determine and transmit the corresponding object-specific parameters.

The function of the assistance system of the ego vehicle 1 is also not carried out or is suppressed or aborted if the speed of the object vehicle 11 is below a definable speed limit, the speed of the ego vehicle 1 is above a definable speed limit and the object-specific parameter fulfills a definable condition for this object-specific parameter (i.e. either applies or does not apply, fulfills a corresponding value and/or falls below or exceeds it). Within the scope of the invention, vehicle-to-vehicle communication (V2C or V2X) is therefore considered as an additional input signal in order to expand the system limits of a warning, emergency steering and/or emergency braking function, particularly within intersection scenarios.

In 3 an embodiment of an activation logic according to the invention or a method sequence according to the invention is shown. The function activation (driver warning, emergency braking function, steering function) for crossing vehicles such as the object vehicle 11 is only permitted if a critical situation is likely to occur with sufficient probability (within a confidence interval). This is the case, for example, if the object vehicle 11 is moving at a speed of more than 20 km/h. On the other hand, if the object vehicle 11 is stationary and moving off or is moving slowly (e.g. at a speed or a speed limit of less than or equal to 20 km/h), the function is only activated if the accelerator pedal of the object vehicle 11 is activated at the same time. The activation of the function, e.g. an autonomous emergency braking for crossing vehicles or the object vehicle 11, is thus linked to information from the crossing vehicle or object vehicle 11, which is transmitted via V2X or V2C communication. In this case, only secured information of the object vehicle 11 can be taken into account by the ego vehicle 1. For example, only encrypted or coded information can be transmitted or accepted. the information on vehicle acceleration and various input variables of the object vehicle 11 or object-specific parameters or driving dynamics parameters can be collected and received directly from the object vehicle 11 (or from third-party vehicles or from the infrastructure via V2X communication). Relevant V2X message types are, for example, CAM (Cooperative Awareness Message) messages (e.g. vehicle information, pedals, steering angle and the like), CPM (Collective Perception Message) messages (e.g. CAM equivalent messages for third-party vehicles), MCM (Maneuver Coordination Message) messages (e.g. planned trajectories, speed profiles, acceleration profiles and the like). DENM (Decentralized Environmental Notification Message) messages, MAPEM (MAP Extended Message) messages, IVIM (Infrastructure to Vehicle Information Message) messages or the like would also be conceivable.

A value of less than or equal to 20 km/h is used here as the speed limit below which the speed of the object vehicle 11 lies. In addition, a value of greater than 30 km/h or greater than 50 km/h is provided as the speed limit above which the speed of the ego vehicle 1 lies. The accelerator pedal position is therefore provided as the object-specific parameter, whereby an actuation of the accelerator pedal of the object vehicle 11 is provided as a definable condition for the accelerator pedal position or accelerator pedal setting and, for example, non-actuation fulfills the object-specific parameter, i.e. that the object vehicle 11 does not accelerate or the gas is not activated. Conversely, non-actuation of the accelerator pedal does not fulfill the object-specific parameter, since the object vehicle 11 therefore accelerates or activates the gas. The accelerator pedal position can be expressed either in a binary output (accelerator pedal pressed yes/no) or in a graduated or percentage query (e.g. accelerator pedal pressed down to X percent), whereby a limit value for the fulfillment of the condition can be defined, e.g. based on a definable threshold (e.g. accelerator pedal pressed down to 20%). Alternatively or additionally, the brake pedal position can also be provided as an object-specific parameter.

In addition, other object-specific parameters can of course also be provided, such as the object size and the object type of the object vehicle 11, wherein knowledge of the vehicle length and width influences a calculation of a collision zone, the presence of a trailer on the object vehicle 11, since this can influence the braking and acceleration properties of the object vehicle 11, and preferably the dimension of the trailer, the object vehicle mass of the object vehicle 11, wherein the vehicle mass also influences the vehicle acceleration (e.g. a higher vehicle mass leads to slower vehicle acceleration with the same accelerator pedal operation), as well as the loading state of the object vehicle 11 or the object engine of the object vehicle 11. Furthermore, the driver driving style (e.g. sporty, cautious, slow, and the like) of the object vehicle 11, e.g. B. determined based on the driving history, whereby the intention of the object vehicle 11 can be extrapolated from the past speed profile, in particular the last 10 seconds (path history), tire condition, type, width, pressure of the object vehicle 11, coefficient of friction on the road and road condition, status and direction indicators (left, right) and/or hazard lights of the object vehicle 11, steering angle and speed of the object vehicle 11, engine status (on/off) of the object vehicle 11, a predicted collision probability, distinguishing between braking, steering and warning (or a combination thereof), as well as the direction of view and/or posture of the driver of the object vehicle 11, e.g. determined by an interior camera or an interior radar. If a condition is derived from the path history or the driving history, it should be taken into account that at lower speeds (for example below 20 km/h) this is usually only updated slightly, e.g. only 1-2 times per second, while at higher speeds it is usually updated much more frequently.

Furthermore, the object vehicle can also transmit position information to the ego vehicle (e.g. a GPS position, navigation data or the like), whereby the position information is used to determine the current traffic situation. The position information or position query can serve, for example, as a confidence query.

The emergency braking system according to the invention or the method according to the invention resolves, for example, a conflict of objectives between the effectiveness and robustness of autonomous emergency braking on crossing vehicles. This is particularly true for low object speeds, which are often not taken into account in modern system designs. The number of correct activations can be increased by expanding the input signals of the emergency braking system without generating false activations or false-positive activations. This results in an additional field of action, whereby currently 20% of accidents involve crossing vehicles, so that the invention makes a very special contribution in the field of emergency braking systems. Furthermore, there are generally no additional costs for additional hardware components if the ego vehicle and the object vehicle are already equipped with V2C or V2X technology, for example. Rather, the invention generates a safety gain from the components already present in the vehicle.

The prediction of object acceleration can also be made for motorized two-wheelers or bicycles, based on the accelerator or brake pedal or lever or torque sensors, whereby V2X can generally be used for maneuver prediction. For example, the driver's intention can be deduced from the accelerator pedal, brake pedal, and handlebar actuations, and from this the expected vehicle kinematics and the associated trajectory. It would also be conceivable to record an observation of the vehicle acceleration and speed of the object vehicles using sensors in the smart infrastructure. Targeted measurements of the vehicle movement in the longitudinal direction can be used using the Doppler effect (e.g. using radar), as this can compensate for any weaknesses of modern vehicle sensors (such as cameras, radar, or lidar) in the transverse direction.

list of reference symbols

1

(ego) vehicle

2

control device

3

steering

4

engine control

5

brake

6

radar sensor

7

lidar sensor

8

camera

9a-9d

ultrasonic sensor

10

communication device

11

object vehicle

QUOTES INCLUDED IN THE DESCRIPTION

This list of documents listed by the applicant was 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 accepts no liability for any errors or omissions.

Cited patent literature

• DE 102022108963 A1 [0006]

Claims (10)

Method for an assistance system of an ego vehicle (1), which is configured to assist by means of a function, in which the assistance system comprises a control device (2) for controlling actuators and sensors of the vehicle (1), and at least one means for detecting the environment and/or objects therein, and a communication device (10) for communicating with other road users, wherein the current traffic situation is determined on the basis of the environment and/or the objects, and the function of the assistance system is regulated in a traffic situation in which the movement paths of the ego vehicle (1) and an object vehicle (11) intersect with sufficient probability and an asymmetrical speed distribution between the ego vehicle (1) and the object vehicle (11) exists, in that the object vehicle (11) transmits at least one piece of information to the ego vehicle (1), which comprises an object-specific parameter of the object vehicle (11), wherein the function of the assistance system is not carried out if - the speed of the object vehicle (11) is below a definable speed limit, - the speed of the ego vehicle (1) is above a definable speed limit, and - the object-specific parameter fulfills a definable condition for this object-specific parameter. procedure according to claim 1 , characterized in that an environment sensor, in particular at least one radar sensor (5) and/or one lidar sensor (4) and/or one camera sensor (6) and/or one ultrasonic sensor (9a-9d), and/or the communication device (10) is provided as means for detecting the environment and/or object vehicles. procedure according to claim 1 or 2 , characterized in that the speed limit value below which the speed of the object vehicle (11) lies is less than or equal to 30 km/h, in particular less than or equal to 25 km/h, particularly preferably less than or equal to 20 km/h, preferably less than or equal to 15 km/h, preferably less than or equal to 10 km/h. Method according to one of the preceding claims, characterized in that the speed limit value above which the speed of the ego vehicle (1) lies is greater than or equal to 30 km/h, in particular greater than or equal to 40 km/h, particularly preferably greater than or equal to 50 km/h. Method according to one of the preceding claims, characterized in that the accelerator pedal position is provided as the object-specific parameter, wherein an actuation of the accelerator pedal is provided as the definable condition and non-actuation fulfills the object-specific parameter, and/or the brake pedal position is provided, wherein an actuation of the brake pedal is provided as the definable condition and actuation fulfills the object-specific parameter. Method according to one of the preceding claims, characterized in that at least one of the following parameters is additionally provided as an object-specific parameter: - object size and type of the object vehicle (11), wherein knowledge of the vehicle length and width influences a calculation of a collision zone; - presence of a trailer and preferably the dimension of the trailer; - object vehicle mass of the object vehicle (11), wherein the vehicle mass influences the vehicle acceleration (e.g. a higher vehicle mass leads to slower vehicle acceleration with the same accelerator pedal actuation); - loading state of the object vehicle (11); - engine of the object vehicle (11); - driver driving style of the object vehicle (11), based on the driving history, wherein the intention of the object vehicle (11) can be extrapolated in particular from the past speed profile; - tire condition, type, width, pressure of the object vehicle (11); - friction coefficient on the road and/or road condition; - Status of the direction indicators and/or hazard lights of the object vehicle (11); - Steering angle and speed of the object vehicle (11); - Engine status of the object vehicle (11); - Predicted collision probability depending on information transmitted by the object vehicle (11); - Direction of view and/or posture of the driver of the object vehicle (11). Method according to one of the preceding claims, characterized in that the object vehicle (11) transmits position information to the ego vehicle (1) and the position information is used to determine the existing traffic situation. Method according to one of the preceding claims, characterized in that only secured information of the object vehicle (11) is taken into account by the ego vehicle (1). Assistance system for an ego vehicle (1), which is configured to assist in a critical traffic situation by means of a function, in particular using a method according to one of the preceding claims, comprising a control device (2) for controlling actuators and sensors of the ego vehicle (1), at least one means for detecting the environment and/or objects therein, and a communication device (10) for communicating with other road users, wherein the control device (2) determines the current traffic situation based on the environment and/or the objects therein, and the control device (2) regulates the function of the assistance system in a traffic situation in which the movement paths of the ego vehicle (1) and an object vehicle (11) intersect with sufficient probability and there is an asymmetrical speed distribution between the ego vehicle (1) and the object vehicle (11), in that the object vehicle (11) transmits at least one piece of information to the ego vehicle (1), which is received by the communication device (10) and an object-specific parameter of the object vehicle (11) and the function of the assistance system is not carried out if - the speed of the object vehicle (11) is below a definable speed limit, - the speed of the ego vehicle (1) is above a definable speed limit, and - the object-specific parameter satisfies a definable condition for this object-specific parameter. Vehicle (1) comprising an assistance system according to claim 9 .

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