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WO2009049729A1 - Système d'aide au conducteur et procédé d'aide au conducteur pour le guidage latéral de son véhicule - Google Patents

Système d'aide au conducteur et procédé d'aide au conducteur pour le guidage latéral de son véhicule Download PDF

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Publication number
WO2009049729A1
WO2009049729A1 PCT/EP2008/007523 EP2008007523W WO2009049729A1 WO 2009049729 A1 WO2009049729 A1 WO 2009049729A1 EP 2008007523 W EP2008007523 W EP 2008007523W WO 2009049729 A1 WO2009049729 A1 WO 2009049729A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
steering
lane
driver
setpoint
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2008/007523
Other languages
German (de)
English (en)
Inventor
Hans Fritz
Heiko Schiemenz
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler AG filed Critical Daimler AG
Publication of WO2009049729A1 publication Critical patent/WO2009049729A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0231—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means
    • G05D1/0246—Control of position or course in two dimensions specially adapted to land vehicles using optical position detecting means using a video camera in combination with image processing means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D15/00—Steering not otherwise provided for
    • B62D15/02—Steering position indicators ; Steering position determination; Steering aids
    • B62D15/025—Active steering aids, e.g. helping the driver by actively influencing the steering system after environment evaluation
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0259—Control of position or course in two dimensions specially adapted to land vehicles using magnetic or electromagnetic means
    • G05D1/0263—Control of position or course in two dimensions specially adapted to land vehicles using magnetic or electromagnetic means using magnetic strips
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0276—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle
    • G05D1/0278—Control of position or course in two dimensions specially adapted to land vehicles using signals provided by a source external to the vehicle using satellite positioning signals, e.g. GPS

Definitions

  • the invention relates to driver assistance system and a method for assisting the driver of a vehicle in the transverse guidance of the vehicle according to the preambles of the independent claims.
  • a generic driver assistance system and a generic method are known in which the driver of the vehicle is relieved by the transverse and longitudinal guidance of the vehicle from the system in a typical for a stop-and-go operation low driving speed range is completely taken over.
  • the transverse guidance of the vehicle can take place according to lane markings which are applied to the roadway traveled by the vehicle and which are detected by means of a video camera, or take place after a leading vehicle driving ahead of the vehicle.
  • the well-known driver assistance system automatically shuts off when a predetermined limit speed is exceeded, thus offering the driver no assistance at high driving speeds.
  • a driver assistance system for supporting the driver of a vehicle in the vehicle transverse guidance in which a vehicle ahead of the vehicle is detected as a leading vehicle and wherein the distance to the leading vehicle and its direction angle to the longitudinal axis of the vehicle or the lateral distance between the vehicle and the leading vehicle are determined in order to calculate from these data a Lenkstellsollwert for a steering intervention on the vehicle, by which the vehicle is tracked as closely as possible to the leading vehicle in its path.
  • This type of vehicle guidance is also referred to as object sequence control or drawbar control, because the vehicle follows the lead vehicle as if it were connected to it via a fictitious drawbar.
  • the known systems take over the lateral guidance of the vehicle completely and follow the vehicle to a system-determined setpoint track, without the driver having to help steer.
  • the driver's need for support, which is dependent on the current driving situation, is not taken into account, so that the driver can feel the paternalism of the driver. This can lead to acceptance problems.
  • the invention is therefore based on the object of specifying a driver assistance system and a method according to the preambles of the independent claims, which allow in a simple manner an adaptation of the transverse guidance-assisting steering intervention to the current driving situation and thus to the situation-dependent varying support needs of the driver.
  • the driver assistance system for assisting the driver of a vehicle in the transverse guidance of the vehicle, comprises a lane detection device for detecting lane information for the determination of a desired lane line, a control device for performing a steering intervention on the vehicle and a control device for determining a Lenkstellsollivess for the steering intervention such that the Vehicle is guided by the steering engagement along the setpoint lane line, and an adjustment unit as an interface between the control device and the control device, which generates from the steering position setpoint a steering position setpoint modified by a driving situation.
  • the controller performs the steering intervention according to the modified steering command value.
  • an adaptation of the steering intervention is achieved to the current driving situation.
  • the adaptation is carried out with the aim of the degree of support offered to the driver, ie the degree of automation of the driver assistance system, depending on to adjust the current driving situation.
  • a high degree of support means that the transverse guidance of the vehicle is essentially taken over by the system, so that the driver does not have to steer at all or at least to a small extent.
  • a low level of support means that the driver essentially has to steer manually and that the system-side steering intervention only slightly assists the driver, but alone is insufficient to keep the vehicle on the target lane line.
  • the regulator device is set up to calculate the steering setpoint value as a target steering torque to be applied to a steering system of the vehicle, and the adaptation unit is set up the modified steering setpoint value according to the formula
  • ⁇ represents a situation-dependent adaptation parameter, which can take values between 0 and 1
  • Ms represents the target steering torque
  • control device is set up to calculate the steering setpoint value as a desired steering angle to be set on a steering system of the vehicle, and the adaptation unit is set up to modify the modified steering point setpoint value in accordance with
  • ⁇ represents a situation-dependent adaptation parameter that can assume values between 0 and 1
  • ⁇ s represents the desired steering angle
  • ⁇ is a detected current actual steering angle
  • the adaptation unit is set up, the adaptation parameter as a function of the position of the vehicle relative to the target lane line and / or as a function of the vehicle speed and / or as a function of the driver to determine the steering system made steering intervention.
  • the adaptation parameter is expediently determined on the basis of characteristic fields.
  • the lane detection device comprises a position detection device for detecting lane-related lane information by detecting the relative position from the vehicle to the driven lane and by recognizing lane boundaries on a road used by the vehicle and / or an object detection device for detecting object-related lane information by detecting a lane of the vehicle leading vehicle ahead.
  • the position detection device may comprise, for example, an image processing system which determines the position of the vehicle relative to the roadway and the lane markings for determining the lane boundaries with the aid of a video camera.
  • standing obstacles which constrict the passable lane area can also be used.
  • the position detection device can also use satellite-based data from a Global Positioning System (GPS) and / or magnetic nails introduced into the roadway to determine the position of the vehicle and the lane boundaries.
  • GPS Global Positioning System
  • the determination of the lane boundaries may also be based on beacons, which are used, for example, for site-specific lane constrictions.
  • lane information concerning a traffic lane limited by lane boundaries and / or a lane of a leading vehicle ahead of the vehicle is detected and the calculation of the steering point setpoint for a lane-keeping steering intervention on the vehicle used as the basis Degree of the support provided by the steering intervention depending on the driving situation is varied by modifying the Lenkstellsollwert and performing the steering intervention according to the modified steering position setpoint.
  • the steering setpoint value is preferably modified in such a way that the steering intervention is suppressed if the deviation of the vehicle from a setpoint lane line lies within a tolerance range predetermined in relation to the driving situation.
  • the tolerance range depending on a determined driving speed of the vehicle and / or depending on the lane information given by the lane boundaries, such as the lane markings, limited lane and / or and width of the leading vehicle, in such a way that the tolerance range is greater at high values the driving speed or lane width or width of the leading vehicle than at low values of these variables.
  • a driver intervention amount is detected, in particular a hand torque exerted by the driver on a steering system of the vehicle or an actual steering angle speed with which the driver actuates a steering wheel of the vehicle in order to modify the steering target nominal value as a function of the driver intervention variable in such a way that the steering intervention is suppressed, when the driver intervention amount exceeds a predetermined intervention threshold.
  • the engagement threshold can be varied depending on the driving speed, for example, such that it decreases with increasing driving speed.
  • the particular advantage of the invention is that conventional control devices that communicate with each other via a data bus, for example via a CAN bus, can be used to calculate the steering command desired value or to perform the steering intervention, and that the degree of automation alone by modification of the steering target setpoint can be varied in an interface provided between the control units, without having to make a change in the control units for this purpose.
  • the invention makes it possible to adapt the degree of automation in such a way that a strong support with a high degree of automation is offered to the driver in driving situations with low driving speed, for example in stop-and-go Betheb, and weak support with low degree of automation in driving situations with high driving speed is offered.
  • a type of assistance is particularly advantageous, since the driver's attention is usually lower in the low vehicle speed range than in the high vehicle speed range, and therefore the driver's need for assistance is higher in the low vehicle speed range than in the high vehicle speed range.
  • Fig. 2 is a simplified block diagram of the invention
  • Fig. 3 is a more detailed block diagram of the invention
  • FIG. 6 shows a third characteristic field for determining an adaptation parameter for modifying the steering intervention
  • FIG. 7 shows a fourth characteristic field for determining an adaptation parameter for modifying the steering intervention.
  • Figure 1 shows a typical traffic situation, as it can usually occur on a two-lane road.
  • the lanes of the road are designated by the reference numerals 22, 23.
  • the lanes 22, 23 are limited by lane boundaries 220, 221, 230, in particular by lane markings, which are applied for example as color markings on the road.
  • a vehicle 20 travels in the traffic lane 22 and follows a preceding vehicle 21.
  • the vehicle 20 is a vehicle equipped with the driver assistance system according to the invention, which vehicle hereinafter referred to as a separate vehicle.
  • the vehicle 21 is referred to below as a leader vehicle.
  • a dotted line 222 marks it lane center of the lane 22.
  • Standing obstacles such as site beacons in construction areas, which narrow the passable road area, can be considered as lane boundaries 220, 221, which additionally influence the course of the dotted line 222 shown.
  • the line 222 represents an obstacle-modified modified replacement lane center of the lane 22.
  • a point 210 on the leader vehicle 21 marks a reference point of the leader vehicle 21, for example the lateral center of the leader vehicle 21.
  • a dotted line 211 marks the course of movement of the reference point 210
  • a dotted area 212 marks the lane of the leading vehicle 21, ie the moving lane of the leading vehicle 21.
  • a line 223 lies between the lines 222, 211, their exact position between the lines 222, 211 is determined via a prioritization factor.
  • the double arrow Bo marks the width of the leading vehicle 21, the double arrow Bs marks the width of the lane 22, the double arrow dyo marks the lateral distance of the vehicle 20 to the leading vehicle 21, ie the distance of the vehicle 20 to the line 211.
  • the double arrow dys marks the lateral Distance of the vehicle 20 from the track center 222, the double arrow dyf marks the lateral distance of the vehicle 20 to the line 223 and the double arrow dx marks the longitudinal distance of the vehicle 20 to the leading vehicle 21st
  • the lateral distances dys, dyo, dyf can either be defined as distances that refer to the instantaneous position of the vehicle 20, or be defined as distances that relate to a position point, the vehicle 20 after passing through a predetermined Vorschaupiece is expected to take.
  • the object of the driver assistance system is now to assist the driver of the own vehicle 20 in the transverse guidance of the vehicle, ie while holding a lane, wherein the lane to be maintained is determined by a setpoint lane line.
  • one of the lines 222, 211 or 223 is used as the setpoint lane line.
  • the line 222 is used as a target lane line.
  • the line 211 is used as a setpoint trace line.
  • the line 223 is used as the target lane line.
  • the line 223 is shifted back and forth in accordance with a prioritization factor between the lines 222 and 211, wherein the prioritization factor is predetermined by the driver and / or driving situation-dependent in particular as a function of the driving speed of the vehicle 20, the recognizability of the lane boundaries 220, 221, the presence of the leading vehicle 21, or in dependence on a quality measure representing a quality measure for the detected lane boundaries 220, 221 or for the recognized leading vehicle 21.
  • the driver assistance system 10 provided in the vehicle 20 comprises a lane recognition device 11, a control device 12, a control device 13, an adaptation unit 15 and a sensor arrangement 14.
  • the lane recognition device 11 is provided for detecting lane information Y, which of the control device 12 and the adaptation unit 15 are supplied.
  • the sensor device 14 is provided for detecting the driving speed v of the own vehicle 20 and for detecting an actual steering angle ⁇ set at a steering system of the own vehicle 20.
  • the sensor device 14 may additionally be set up to detect an actual steering angular velocity ⁇ and / or to detect a manual torque M h exerted by the driver on a steering wheel of the steering system of the vehicle 20.
  • the sensor device 14 also provides the information about the width Be of the own vehicle. These quantities are output by the sensor device 14 as state information Z.
  • the controller 12 calculates from the lane detection means provided by the lane detection device Y and provided by the sensor device as state information Z driving speed of the vehicle 20 a steering position setpoint X. The calculation is carried out such that the vehicle when performing a steering intervention according to the calculated steering position setpoint X automatically on a desired lane line is guided, wherein the desired lane line according to the embodiments of Figure 1 may be one of the lines 211, 222, 223.
  • the adaptation unit 15 represents an interface between the regulator device 12 and the control device 13.
  • the lane recognition device 11 comprises a video image processing-based position detection device for detecting the lane boundaries 220, 221, in particular the lane markings, and for determining the lane width Bs and for determining the lateral distance dys of the vehicle to the track center line 222.
  • the lane width Bs and the lateral distance dys to the track centerline 222 represent lane-related lane information Ys output from the lane recognizer 11 as lane information Y.
  • the support follows the track centerline 222.
  • the lane recognition device 11 comprises an object recognition device for detecting the preceding leading vehicle 21 and for determining the longitudinal distance dx, the lateral distance dyo and for determining the width Bo of the leading vehicle 21.
  • These quantities represent object-related lane information Yo, which the lane detection means are outputted as lane information Y.
  • the assistance follows the track line 211 of the preceding leading vehicle 21.
  • the lane detection device 11 includes both the above-mentioned position detection device and the above-mentioned object recognition device, and outputs the object-based lane information Yo and lane-related lane information Ys as lane information Y as lane information Y.
  • the control takes place after the track line 223 lying between the track center line 222 and the track line 211.
  • the lane centerline 222 is used as the target lane line in cases where the lane recognizer 11 as the lane information Y is only the object-based one Track Information Yo outputs the lane line 211 of the leading vehicle 21 as a target lane line, and in cases where the lane recognition device outputs as lane information Y both the lane-related lane information Ys and the object-based lane information Yo, the lane line 223 is used as the target lane line.
  • FIG. 3 shows the block diagram of the driver assistance system 10 for the case in which the lane recognition device 11 has both an object recognition device 111 and a position recognition device 112.
  • the controller 12 computes a object following controller 121 and a lane following controller 122.
  • the object following controller 121 calculates an object-based steering command value Xo from the object-based lane information Yo and the vehicle speed 20 provided as state information Z, and the lane-controller 122 computes accordingly from the lane-related lane information Ys and the vehicle speed 20 provided as state information Z of the vehicle 20 is a lane-related steering command target value Xs.
  • the object-related steering setpoint value Xo is calculated in such a way that, when a steering intervention is carried out in accordance with the object-based steering setpoint value Xo, the vehicle is guided along the track line 211.
  • the lane-related steering command target value Xs is calculated such that the vehicle is guided along the track center line 222 in accordance with the lane-related steering command target value Xs when performing a steering intervention.
  • a prioritizer 123 fuses the object-based steering command setpoint Xo and the lane-related steering command setpoint Xs to the steering command setpoint X outputted from the controller means, wherein the merger is performed by weighted averaging according to the following formula:
  • ⁇ represents a prioritization factor, which can assume a value between 0 and 1, and which is detected as a function of the current driving situation, in particular depending on whether the lane and the lane boundaries 220, 221 and the leading vehicle 21 ahead or depending on the quality this detection is determined.
  • the possibility can be provided for the driver to predetermine the prioritization factor .alpha. Via a driver input, for example via a menu entry, or to vary it within a certain range.
  • the controller 12 may be configured to calculate the steering command target value X as a target steering torque Ms or alternatively calculate it as a target steering angle ⁇ s.
  • the target steering torque Ms represents a steering torque that must be exerted on the steering system in addition to an applied by the driver on the steering system of the vehicle 20 hand torque to keep the vehicle on the target lane line. Accordingly, the target steering angle ⁇ s represents a steering angle that must be set on the steering system of the vehicle 20 in order to keep the vehicle on the target lane line.
  • the modified steering position command value is calculated according to the following formula:
  • ⁇ represents an adjustment parameter that can take values between 0 and 1
  • Ms is the target steering torque, i. H. the steering position setpoint X represents.
  • the modified steering command value X ' is calculated according to the following formula:
  • ⁇ represents an adaptation parameter, which may also assume values between 0 and 1, and where ⁇ s represents the desired steering angle and ⁇ is the actual steering angle currently set on the steering system of the vehicle 20.
  • the adaptation parameter ⁇ is determined as a function of the provided track information Y and the state information Z, ie. H. determined depending on the current driving situation. The determination is made on the basis of characteristic curves which are stored in the matching unit in a map memory 152.
  • FIGS. 4 to 7 show different examples of such characteristic fields.
  • ⁇ 1a depends on the lateral distance dys and on the driving speed v.
  • the characteristic curve K10 is used to determine the adaptation factor .beta.1a.
  • the steering setpoint value X is output unchanged to the control device 13 at the minimum driving speed v.
  • the ranges ⁇ s1, ⁇ s2, ⁇ s3 denote tolerance ranges in which the adaptation factor ⁇ 1a assumes the value 0.
  • ⁇ 1a 0
  • the steering setpoint value X is modified in such a way that the steering intervention to be undertaken by the control device 13 in accordance with the modified steering setpoint value X 'in the respective tolerance range is completely suppressed. Accordingly, the driver must steer manually at a lateral nominal distance dys in the respective tolerance range, and he only receives assistance from the driver assistance system 10 when the respective tolerance range is left.
  • the corner points of the characteristic curves K11, K12, K13 are preferably additionally determined as a function of the lane width Bs and the vehicle width Be, namely in such a way that the tolerance ranges ⁇ s1, ⁇ s2, ⁇ s3 increase with increasing lane width Bs. This ensures that the driver has to steer manually on wide roads in a larger track area and thus, compared to narrow streets, only later, close to the lane boundaries, receives system support.
  • the characteristic field according to FIG. 5 shows the relationship between the adaptation parameter ⁇ 1 b and the lateral distance dyo of the vehicle 20 to the leading vehicle 21 and the driving speed v.
  • the tolerance ranges .DELTA.o1, .DELTA.o2, .DELTA.o3 become larger with increasing travel speed v, analogously to the tolerance ranges .DELTA.s1, .DELTA.s2, .DELTA.s3 that the driver also receives a higher level of support for the object-based assistance in the low vehicle speed range than in the higher vehicle speed range, in which the assisting steering intervention starts later than in the low vehicle speed range.
  • the corner points of the curves K21, K22, K23 can also be varied depending on the width Bo of the leading vehicle 21, namely such that the tolerance ranges ⁇ o1, ⁇ o2 ⁇ o3 increase with increasing width Bo.
  • the determination of the adaptation parameter takes place on the basis of the characteristic fields according to FIG. 4 and according to FIG. H.
  • the values of the adaptation parameters ⁇ 1a and ⁇ 1b are combined together to form a combined adaptation parameter ⁇ 1c, for example by weighted averaging according to the formula
  • ⁇ 1c ⁇ 1a + (1- ⁇ ) ⁇ 1b
  • the value ⁇ 2a is determined according to FIG. 6 and the value ⁇ 2b is determined according to FIG.
  • the engagement threshold ⁇ g is above a steering angle speed which can be realized by the control device 13 and is advantageously shifted toward smaller values as the vehicle speed v increases, as indicated in the figure by the dashed curve K31 and the arrow v shown in dotted lines.
  • the engagement threshold Mg can thereby be shifted towards smaller values with increasing travel speed v, as indicated in the figure by the dashed curve K41 and the dotted arrow v shown.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
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  • Transportation (AREA)
  • Mechanical Engineering (AREA)
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  • Chemical & Material Sciences (AREA)
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  • Electromagnetism (AREA)
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  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

L'invention concerne un système d'aide au conducteur et un procédé d'aide au conducteur pour le guidage latéral de son véhicule (20). Selon le procédé, des informations (Y, Yo, Ys) concernant des voies de circulation (22) d'une chaussée, délimitées par des éléments de délimitation (220, 221) de voies de circulation, et/ou une voie (212) sur laquelle circule un véhicule pilote (21), précédant le véhicule (20), sont acquises au moyen d'un dispositif de détection de voies (11), lesdites informations étant utilisées par un dispositif de régulation (12) pour calculer une consigne de réglage (X) de la direction permettant d'agir sur la direction du véhicule (20), en vue de maintenir sa trajectoire, et une éventuelle action sur la direction étant exercée au moyen d'un dispositif de commande (13). Le degré de l'aide apportée au conducteur par l'action exercée sur la direction varie en fonction de la situation de conduite du moment, la consigne de réglage (X) de la direction étant modifiée et l'action étant exercée sur la direction selon la consigne de réglage modifiée (X'). La consigne de réglage (X) de la direction est modifiée dans une unité d'adaptation (15) prévue pour servir d'interface entre le dispositif de régulation (12) et le dispositif de commande (13).
PCT/EP2008/007523 2007-10-20 2008-09-12 Système d'aide au conducteur et procédé d'aide au conducteur pour le guidage latéral de son véhicule Ceased WO2009049729A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007050189.9 2007-10-20
DE102007050189A DE102007050189A1 (de) 2007-10-20 2007-10-20 Fahrerassistenzsystem und Verfahren zur Unterstützung des Fahrers eines Fahrzeugs bei der Querführung des Fahrzeugs

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WO2009049729A1 true WO2009049729A1 (fr) 2009-04-23

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DE102009002821A1 (de) * 2009-05-05 2010-11-11 Zf Lenksysteme Gmbh Verfahren zur Betätigung eines Lenkaktors in einem Lenksystem eines Fahrzeugs
DE102009022054A1 (de) * 2009-05-20 2010-11-25 Audi Ag Verfahren zum Betrieb eines Fahrerassistenzsystems zur Querführung eines Kraftfahrzeugs und Kraftfahrzeug
US8738231B2 (en) 2009-06-29 2014-05-27 Volvo Lastvagnar Ab Method and a system for assisting a driver of a vehicle during operation
DE102010029222A1 (de) * 2010-05-21 2011-11-24 Bayerische Motoren Werke Aktiengesellschaft Spurhalteassistenzsystem zur Querführungsunterstützung an einem nicht spurgebundenen Kraftfahrzeug
DE102012206211B4 (de) * 2012-04-16 2024-10-31 Robert Bosch Gmbh Verfahren und Vorrichtung zum Bestimmen eines Spuranpassungsparameters für ein Spurhaltesystem eines Fahrzeugs sowie Verfahren und Vorrichtung zur Spurführung eines Fahrzeugs
DE102013210923A1 (de) 2013-06-12 2014-12-18 Robert Bosch Gmbh Vorausschauende Steuerung eines Kraftfahrzeugs
DE102015207486A1 (de) 2015-04-23 2016-10-27 Bayerische Motoren Werke Aktiengesellschaft Fahrerassistenzsystem, Fahrzeug und Verfahren zur automatischen Durchführung eines Testmanövers für ein Fahrwerk
JP6222786B2 (ja) 2015-12-07 2017-11-01 株式会社Ｓｕｂａｒｕ 車両の走行制御装置
DE102022109582B3 (de) 2022-04-20 2023-08-03 Daimler Truck AG Verfahren zum Betreiben eines Fahrerassistenzsystems eines Nutzfahrzeugs
DE102023211014A1 (de) * 2023-11-07 2025-05-08 Volkswagen Aktiengesellschaft Verfahren und Vorrichtung zum Unterstützen eines Fahrers beim Steuern des Fahrzeugs im Bereich einer Spurgrenze

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EP1048506A2 (fr) * 1999-04-30 2000-11-02 DaimlerChrysler AG Système pour la régulation de la séparation latérale entre deux véhicules
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EP1048506A2 (fr) * 1999-04-30 2000-11-02 DaimlerChrysler AG Système pour la régulation de la séparation latérale entre deux véhicules
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