ADAPTIVE LANE-KEEPING ASSISTANT

Abstract

An adaptive lane-keeping system for a commercial vehicle, including: an input module for entering sensor data from at least one sensor which is configured to detect the surroundings of the commercial vehicle; an evaluation module for evaluating the sensor data to determine a relative position of the commercial vehicle on a road; a lane-keeping module for controlling a steering system of the commercial vehicle based on a lane-keeping profile that defines a torque to be applied to a steering wheel of the commercial vehicle to support keeping in a lane; and a change module for changing the lane-keeping profile in response to a change in the detected environment. Also described is a related commercial vehicle, method, and computer readable medium.

Claims

1-13. (canceled)

14. An adaptive lane-keeping system for a commercial vehicle, comprising: an input module for entering sensor data from at least one sensor which is configured to detect the surroundings of the commercial vehicle; an evaluation module for evaluating the sensor data to determine a relative position of the commercial vehicle on a road; a lane-keeping module for controlling a steering system of the commercial vehicle based on a lane-keeping profile that defines a torque to be applied to a steering wheel of the commercial vehicle to support keeping in a lane; and a change module for changing the lane-keeping profile in response to a change in the detected environment.

15. The lane-keeping system of claim 14, wherein the change module is configured to change the lane-keeping profile depending on a lane width.

16. The lane-keeping system of claim 15, wherein the change module is configured to flatten the lane-keeping profile in a central region of the lane where an amount of torque to be controlled is minimal, and wherein the flattened central region increases with the lane width.

17. The lane-keeping system of claim 14, wherein the change module is configured to learn a driving line of the commercial vehicle based on a driver's request.

18. The lane-keeping system of claim 17, wherein the change module is configured to set the driving line by an input by the driver and/or according to continuous control of the commercial vehicle by the driver along a desired line.

19. The lane-keeping system of claim 14, wherein the evaluation module is configured to detect at least one obstacle in the surroundings of the commercial vehicle and the change module is configured to change the lane-keeping profile depending on the position of the at least one obstacle on detecting the at least one obstacle in the surroundings of the commercial vehicle.

20. The lane-keeping system of claim 19, wherein the lane-keeping module is configured to stop or interrupt the control of the steering system when the evaluation module has detected an oncoming vehicle as an obstacle.

21. The lane-keeping system of claim 19, wherein the at least one obstacle includes one or more of the following obstacles: a curb, a guardrail, another vehicle, an oncoming vehicle, a construction site boundary, a tree, or a tunnel, and wherein the change module is configured to further increase the lane-keeping profile towards the at least one obstacle.

22. The lane-keeping system of claim 14, wherein the commercial vehicle provides vehicle-related data, in particular a vehicle speed, cornering, a position and/or an imminent change of direction, and wherein the change module is configured to take into account the vehicle-related data when changing the lane-keeping profile.

23. A commercial vehicle with a steering system, at least one sensor and a steering wheel, comprising: an adaptive lane-keeping system for a commercial vehicle, including: an input module for entering sensor data from at least one sensor which is configured to detect the surroundings of the commercial vehicle; an evaluation module for evaluating the sensor data to determine a relative position of the commercial vehicle on a road; a lane-keeping module for controlling a steering system of the commercial vehicle based on a lane-keeping profile that defines a torque to be applied to a steering wheel of the commercial vehicle to support keeping in a lane; and a change module for changing the lane-keeping profile in response to a change in the detected environment.

24. The commercial vehicle as claimed in claim 23, wherein the steering system of the commercial vehicle includes a hydraulic steering actuator.

25. A method for adaptively keeping commercial vehicles in a lane, the method comprising: receiving sensor data from at least one sensor which is configured to detect the surroundings of the commercial vehicle; evaluating the sensor data to determine a relative position of the commercial vehicle on a lane; controlling a steering system of the commercial vehicle based on a lane-keeping profile that defines a torque to be applied to a steering wheel of the commercial vehicle to support keeping in a lane; and changing the lane-keeping profile in response to a change in the detected environment.

26. A non-transitory computer readable medium having a computer program, which is executable by a processor or data processing unit, comprising: a program code arrangement having program code for adaptively keeping commercial vehicles in a lane, by performing the following: receiving sensor data from at least one sensor which is configured to detect the surroundings of the commercial vehicle; evaluating the sensor data to determine a relative position of the commercial vehicle on a lane; controlling a steering system of the commercial vehicle based on a lane-keeping profile that defines a torque to be applied to a steering wheel of the commercial vehicle to support keeping in a lane; and changing the lane-keeping profile in response to a change in the detected environment.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0024] FIG. 1 shows an adaptive lane-keeping system according to an exemplary embodiment of the present invention.

[0025] FIGS. 2A and 2B illustrate the behavior of the lane-keeping system based on a static or dynamic lane-keeping profile according to exemplary embodiments of the present invention.

[0026] FIGS. 3A and 3B show by way of example the adjustment of the lane-keeping profile depending on the lane width according to further exemplary embodiments.

[0027] FIGS. 4A and 4B show exemplary embodiments in which the lane-keeping profile is changed depending on obstacles or particular surroundings.

[0028] FIG. 5 shows a flowchart for adaptive adjustment of the lane-keeping profile according to exemplary embodiments of the present invention.

DETAILED DESCRIPTION

[0029] FIG. 1 shows an adaptive lane-keeping system according to an exemplary embodiment of the present invention. The lane-keeping system is particularly suitable for commercial vehicles but is not restricted thereto and can also be used for other vehicles. The lane-keeping system comprises an input module 110 for entering (or receiving) sensor data of at least one sensor 51, 52, an evaluation module 120 for evaluating the sensor data to determine a relative position of the commercial vehicle on a road, and a lane-keeping module 130 for controlling a steering system 70 of the exemplary commercial vehicle. The steering system is controlled based on a lane-keeping profile and results in a torque on the steering wheel, which can be felt by the driver. In addition, the lane-keeping system includes a change module 140 for changing the lane-keeping profile. Changes can be made automatically in the event of a change in the detected environment (surroundings of the vehicle) or also in the event of a driver's request (for example, an input).

[0030] The lane-keeping profile defines the torque that is applied to the steering wheel of the commercial vehicle to support lane keeping. The sensor includes, for example, a camera 51 and/or a radar 52, which are equipped for the detection of the surroundings of the commercial vehicle. The evaluation module 120 comprises, for example, a lane detection unit 121 and/or an obstacle detection unit 122. In addition, in the embodiment shown, the lane-keeping module 130 and the change module 140 are implemented by way of example in a unit, which can also access vehicle data 60. The vehicle data include, for example, static data (dimensions, type, load status, etc.) or dynamic vehicle data (speed, cornering, data from a navigation system, etc.). The steering system 70 is accordingly controlled based on the lane-keeping profile, so that adaptively an additional torque is applied to the steering wheel (in addition to a torque applied by the driver) in order to persuade the driver of a certain correction.

[0031] The modules 110, 120, 130, 140 shown may be partially or completely housed in one or more vehicle control units. They may also be implemented by software to perform the defined functions.

[0032] FIG. 2A shows by way of example an exemplary embodiment of the behavior of the lane-keeping system for keeping the vehicle on a driving line O while driving. The driving line O is, for example, a central position on a first lane 215 of a street or a road 200, which may also have a second lane 225. The first lane 215 is for example on the right, bounded by a first boundary line 210. Between the first lane 215 and the second lane 225 there is a lane separation line 220 in the form of a dashed line. The second lane 225 is bounded by a left boundary line 230 as a solid line.

[0033] Below the first lane 215 an exemplary lane-keeping profile is shown. As already explained, the lane-keeping profile represents a functional relationship between a torque M, which acts on a steering wheel of the vehicle, and a position of the vehicle perpendicular to the direction of travel. The torque M is applied by the lane-keeping module 130 to the steering system 70 so that the driver feels the torque M on the steering wheel. For the desired driving line O (for example, a central position) it is zero and rises to the right and left thereof, wherein it acts in different directions. Since the torque M applied to the steering wheel changes its sign at the driving line O, the torque M shown is an absolute amount of the acting torque.

[0034] In the example of FIG. 2A, the driving line O is approximately in the geometric center of the first lane 215. If the vehicle moves to the right or to the left from this driving line O, the applied torque M acts in such a way that the vehicle is automatically returned to the driving line O—at least as long as the driver does not intervene.

[0035] The gradient of the applied torque M can be linear or nonlinear. For example, the controlled torque M increases linearly near the driving line O. Near the right boundary line 210 or the lane separating line 220, however, the torque increases significantly more. The gradient can be stronger the further away the position is from the driving line O. The driver clearly feels this.

[0036] Often, however, the geometric center is not the desired position that a driver would prefer—also in terms of a specific driving situation and lane width—and where he feels safe. Therefore, exemplary embodiments also allow the driving line O to be learned by the lane-keeping system, so that the change module adjusts the driving line O to a position that, according to the driver, would ideally be adhered to by the vehicle.

[0037] FIG. 2B shows an exemplary embodiment of such a lane-keeping system, in which the driving line O is automatically learned by the system. In the embodiment shown, the driving line O is not arranged in the geometric center of the first carriageway 215, but further shifted towards the right lane boundary 210. As a result of the shift, the applied torque M increases more strongly towards the right-hand lane boundary 210 than towards the lane separating line 220.

[0038] For example, learning the driving line O can be done in such a way that the driver continues (for example, for a specified minimum duration) to maintain a certain distance from the right-hand lane boundary 210 (or lane separating line 220). The lane-keeping system can then meet this driver's wish and move the minimum lane-keeping profile to this position, thereby yielding to the driver's wish. It is also possible that the desired driving line O is set by a corresponding input of the driver. The predetermined duration can be 10 s, 30 s, 60 s or more, for example. It is also possible that the desired driving line O is learned by evaluation of a previous longer driving period (for example, a few hours or days). Thus, the system can analyze vehicle positions in a past period and automatically set a resulting average value.

[0039] In this way, exemplary embodiments can ensure that each driver can drive along his own driving line O—at least as long as there is no risk of collision with obstacles. In this way, the driver obtains a high level of safety.

[0040] While the lane-keeping profile from FIG. 2A can be considered static (regardless of the actual behavior of the driver), the lane-keeping profile from FIG. 2B can dynamically adapt to the driver's request. The shift of the driving line O from the central position towards the right-hand lane boundary 210 is particularly advantageous for narrow roads, in order to ensure that oncoming vehicles can be safely avoided. Both, however, are adaptive because they depend on the vehicle environment.

[0041] FIGS. 3A and 3B show by way of example the adjustment of the lane-keeping profile depending on a lane width B1, B2 according to further exemplary embodiments. FIG. 3A shows a lane 215 with a smaller lane width B1, while FIG. 3B shows a lane 215 with a greater lane width B2.

[0042] The lane width B1, B2 can be determined by sensors 51, 52, wherein it is often sufficient to determine only a widening or a reduction in the lane width. The lane-keeping profile for the wider lane from FIG. 3B is changed in such a way that it remains flat at first and only rises more strongly near the right-hand edge 210 of the road or the lane separation line 220. For a wider lane 215, therefore, the lane-keeping profile may be flattened in a central region 205, so that no torque M acts here or the gradient is only marginal. For example, the gradient in the central region 205 can be chosen in such a way that it is at least 50% less than the gradient outside the central region 205 or for the narrower lane 215 of FIG. 3A.

[0043] For example, the width of the central region 205 can be selected depending on the lane width B2. In addition, the central region 205 only needs to be formed by a certain minimum lane width.

[0044] In general, the applied torque M increases more and more towards the boundary lines 210, 220 and the lane separation line 220. However, it is also possible that the gradient may be smaller or larger or may sometimes be constant. For example, using the lane-keeping system when leaving the flattened area 205 can initially be very powerful, in order to clearly inform the driver of the adaptive lane control. However, as FIG. 3B further shows, the applied torque can then remain almost constant (may only slightly increase) in order to allow the driver easy control over large parts of the first lane 215. The applied torque M rises again significantly only in the critical area when crossing the boundary lines 210, 220 or the lane separation line 220, so that the driver clearly feels the danger.

[0045] FIGS. 4A and 4B show exemplary embodiments in which the lane-keeping profile is changed depending on obstacles or other objects in the environment, wherein the obstacles can be detected, for example, by the sensors 51, 52 or even obtained from other information sources such as a navigation device.

[0046] FIG. 4A shows, for example, that a guardrail or other side boundaries 250 (for example, also trees or construction site boundaries) are present on the right side as an obstacle. In FIG. 4B, the obstacle is an oncoming vehicle 260 in the second lane 225. In both cases, the lane-keeping profile can be changed depending on the detected objects 250, 260.

[0047] In FIG. 4A, based on the detected side boundary 250, the lane-keeping profile is changed in such a way that the vehicle does not get near the side boundary 250. This can be achieved by increasing the gradient of the torque curve of the lane-keeping profile towards the side boundary 250, so that a stronger torque M acts on the steering wheel when the driver drives in the direction of the exemplary guardrail 250. This stronger counter-force (compared to the case if there were no guardrail 250) can be chosen in such a way that it is clearly perceptible to a driver (for example. increased by at least 10% or 40%).

[0048] FIG. 4B shows an exemplary embodiment according to which the lane-keeping profile is changed depending on any oncoming traffic 260. For example, on detecting an oncoming vehicle 260, the lane-keeping profile can be changed in such a way that a sufficient distance from the oncoming vehicle 260 is ensured. Again, the lane-keeping profile can be changed in such a way that the applied torque M or the force is increased in the event of a change of direction towards oncoming traffic, while it drops significantly in the opposite direction (as if there were no oncoming traffic; for example, increased by at least 10% or 40%). A driver will in turn clearly perceive this and thus be informed of the danger.

[0049] It is also possible according to exemplary embodiments that the detection of an oncoming vehicle 260 causes the lane-keeping system to deactivate itself. In this case, a corresponding notification can be issued to the driver. This is particularly useful if the lane-keeping system is only intended for lanes where the vehicles move in the same direction on adjacent lanes (for example, on motorways).

[0050] It is also possible that additional dynamic or static vehicle data can be used to change the lane-keeping profile. This vehicle data are for example the speed or cornering or the position of the vehicle. Map material can also be evaluated in order to make corresponding changes to the lane-keeping profile in advance depending on the specific driving situation.

[0051] FIG. 5 shows by way of example a flowchart for the adaptive adjustment of the lane-keeping profile and a corresponding intervention in the steering system of the commercial vehicle.

[0052] First, the system detects various environmental data. This includes, for example, detection of the lane lanes (step 502), a possible detection of vehicle data (step 504) and the adaptive detection of object data (step 506). After the lanes have been detected, an evaluation and recognition of at least one lane can be carried out (step 510). During this evaluation, a vehicle position determination can be made (step 520). In addition, the vehicle data and the selected lane can be used by the system to learn a driving line O (step 530). The position determination and the optional learning of the driving line O according to the driver's wish can be first combined (step 540) and then processed into a torque requirement (step 550), which is then to be applied to the steering system accordingly.

[0053] At the same time, the system also takes into account a driver requirement (step 560) which is compared with the determined torque requirement from step 550 (step 570).

[0054] The comparison determines which torque requirement is greater, the torque requirement determined by the system or the one desired by the driver, which can then be output. The result is passed on to the steering system (step 580). For example, if the driver requirement is strong enough, the system follows the driver requirement. However, if the driver's requirement is weaker and the driver therefore yields to the torque calculated by the system, the system follows the calculated torque. The adaptive steering system can also process the adaptive object data (step 506), for example regarding an obstacle. The output is carried out to the steering system (step 590) and leads to a change of direction of the vehicle.

[0055] The method can also be computer-implemented, i.e. it can be implemented by instructions stored on a memory medium which are able to perform the steps of the method when it is running on a processor. The instructions typically include one or more statements, which may be stored in different ways on different media in or peripheral to a control unit (with a processor) which, when read and executed by the control unit, cause the control unit to perform functions, functionalities and operations necessary to perform a method according to the present invention.

[0056] The features of the invention disclosed in the description, the claims and the figures may be essential for the realization of the invention both individually and in any combination.

THE REFERENCE CHARACTER LIST IS AS FOLLOWS

[0057] 51 Camera [0058] 52 Radar [0059] 60 Vehicle data [0060] 70 Steering system [0061] 110 Input module [0062] 120 Evaluation module [0063] 121 Lane detection unit [0064] 122 Obstacle detection unit [0065] 130 Lane-keeping module [0066] 140 Change module [0067] 200 Road [0068] 205 Flattened region of the lane-keeping profile [0069] 210 Right boundary lines [0070] 215 First lane [0071] 225 Second lane [0072] 220 Lane separating lines [0073] 230 Left boundary line [0074] 250, 260 Obstacles [0075] 502, 504, . . . Steps of the method [0076] B1, B2 Lane widths [0077] O Driving line