Method for Operating a Transversal Guidance System of a Motor Vehicle, and Motor Vehicle

Abstract

The invention relates to a method for operating a transversal guidance system of a motor vehicle through two independent channels to perform automatic transversal guidance interventions. Through the first channel, transversal interventions are performed via a first transversal guidance actuator controlled by means of a driver-operated steering handle. Through the second channel, a vehicle system sets a target roll angle, and a second transversal guidance actuator is controlled by a transversal guidance system that performs a transversal guidance intervention based on the roll angle. The vehicle system displays the roll angle as a notification to the driver of the transversal guidance intervention. The invention also relates to a motor vehicle configured to perform the method.

Claims

1-12. (canceled)

13. A method for operating a transversal guidance system of a motor vehicle, that is adapted to perform an automatic transversal guidance intervention through two independent channels, comprising: controlling, in a first channel, a first transversal guidance actuator by means of a steering handle operated by a driver, to perform the transversal guidance intervention; and controlling, in a second channel, a second transversal guidance actuator, which does not have an effect on the steering handle, to perform the transversal guidance intervention, comprising: setting a target roll angle by a vehicle system; setting a display roll angle of the motor vehicle that depends on at least one intervention parameter describing the transversal guidance intervention based on the target roll angle set by the vehicle system; and notifying the driver of the transversal guidance intervention by the display roll angle.

14. The method of claim 13, further comprising: using the first transversal guidance actuator, which is or may be separated from the steering handle, as the second transversal guidance actuator.

15. The method of claim 13, further comprising: using an additional transversal guidance actuator as the second transversal guidance actuator, which is different from the first transversal guidance actuator.

16. The method of claim 13, further comprising: using, as the first transversal guidance actuator, a front axle steering system coupled with the steering handle; using, as the second transversal guidance actuator, a rear axle steering system, a braking system allowing different braking interventions on opposite sides of the motor vehicle, an overlap steering system, or an active lane adjusting system; or using, as the vehicle system, an active driving system for setting the display roll angle.

17. The method of claim 13, wherein the display roll angle is selected according to a virtual steering angle of the steering handle leading to the same transversal guidance effect caused by the transversal guidance intervention.

18. The method of claim 13, wherein the display roll angle is selected according to a currently acting transversal force due to the transversal guidance intervention.

19. The method of claim 13, wherein the display roll angle is scaled according to a presetting by the driver.

20. The method of claim 13, further comprising: using, as the transversal guidance system, a lane tracking system, a safety system, or a vehicle guidance system adapted for full automatic guidance of the vehicle.

21. The method of claim 13, further comprising: assessing, by the transversal guidance system, whether a criticality criterion is met, wherein if the criticality criterion indicates that a situation requires the attention of the driver for the transversal guidance intervention planned by the transversal guidance system, further comprising: controlling, by the transversal guidance system, the steering handle to output an indication signal that attracts the attention of the driver.

22. The method of claim 21, wherein the criticality criterion describes the transversal guidance system approaching a system limit while dropping below at least one threshold value.

23. A motor vehicle, comprising: a first transversal guidance actuator; a second transversal guidance actuator; a steering handle; a transversal guidance system; and a vehicle system, configured to: control the first transversal guidance actuator by means of the steering handle operated by a driver, to perform a transversal guidance intervention; and control the second transversal guidance actuator, which does not have an effect on the steering handle, to perform the transversal guidance intervention, comprising: setting a target roll angle by the vehicle system; setting a display roll angle of the motor vehicle that depends on at least one intervention parameter describing the transversal guidance intervention based on the target roll angle set by the vehicle system; and notifying the driver of the transversal guidance intervention by the display roll angle.

24. The motor vehicle of claim 23, further comprising: a control device of the transversal guidance system configured to: use the first transversal guidance actuator, which is or may be separated from the steering handle, as the second transversal guidance actuator.

25. The motor vehicle of claim 23, further comprising: a control device of the transversal guidance system configured to: use an additional transversal guidance actuator as the second transversal guidance actuator, which is different from the first transversal guidance actuator.

26. The motor vehicle of claim 23, further comprising: using, as the first transversal guidance actuator, a front axle steering system coupled with the steering handle; using, as the second transversal guidance actuator, a rear axle steering system, a braking system allowing different braking interventions on opposite sides of the motor vehicle, an overlap steering system, or an active lane adjusting system; or using, as the vehicle system, an active driving system for setting the display roll angle.

27. The motor vehicle of claim 23, wherein the display roll angle is selected according to a virtual steering angle of the steering handle leading to the same transversal guidance effect caused by the transversal guidance intervention.

28. The motor vehicle of claim 23, wherein the display roll angle is selected according to a currently acting transversal force due to the transversal guidance intervention.

29. The motor vehicle of claim 23, wherein the display roll angle is scaled according to a presetting by the driver.

30. The motor vehicle of claim 23, further comprising: using, as the transversal guidance system, a lane tracking system, a safety system, or a vehicle guidance system adapted for full automatic guidance of the vehicle.

31. The motor vehicle of claim 23, further comprising: assessing, by the transversal guidance system, whether a criticality criterion is met, wherein if the criticality criterion indicates that a situation requires the attention of the driver for the transversal guidance intervention planned by the transversal guidance system, further comprising: controlling, by the transversal guidance system, the steering handle to output an indication signal that attracts the attention of the driver.

32. The motor vehicle of claim 31, wherein the criticality criterion describes the transversal guidance system approaching a system limit while dropping below at least one threshold value.

Description

[0030] Further advantages and details of the present invention may be obtained from the following exemplary embodiments as well as from the drawings. In particular:

[0031] FIG. 1 shows a schematic representation of the inventive method, and

[0032] FIG. 2 shows a schematic representation, in principle, of an inventive motor vehicle.

[0033] FIG. 1 shows a schematic representation of the inventive method. A driver 1 is inside the vehicle, in which, as known, she may use a steering handle 2, in this case a steering wheel, in order to influence a first transversal guidance actuator 3, in this case a front axle steering system. The arrow 4 pointing in both directions indicates that the steering handle 2 is used as a means for operating the first transversal guidance actuator 3, as well as that it clearly indicates, by means of the steering angle of the steering handle 2, which direction and strength the transversal guidance intervention caused by actuating the steering handle 2 has. This is possible since according to the double arrow 5, in this case, a mechanical coupling between the steering handle 2 and the first transversal guidance actuator 3 is provided.

[0034] The steering handle 2 and the first transversal guidance actuator 3 thus form a complete channel for transversal guidance of the motor vehicle, which is completely under the control of the driver 1.

[0035] The motor vehicle, in the present case, also has a transversal guidance system 6, which is adapted for performing automatic transversal guidance interventions, for example a driver assistance system for central lane guidance. In order to implement the transversal guidance interventions, a second transversal guidance channel, completely independent from the described first transversal guidance channel is provided, in which the transversal guidance system 6 initially uses, in order to implement the transversal guidance intervention, according to arrow 7, a second transversal guidance actuator 8 different from the first transversal guidance actuator 3, such as a rear axle steering, for example. This means that the implementation of the transversal guidance interventions does not influence the steering handle 2 in any way.

[0036] In order to nonetheless inform the driver 1 about the transversal guidance intervention by the transversal guidance system 6, according to arrow 9, a vehicle system 10, in this case an active driving system, is controlled in such a way that a notification roll angle for the motor vehicle, which indicates the strength and direction of the transversal guidance intervention, is set, and this angle is perceived by the driver 11 according to arrow 11. This means that the steering handle 2 is used neither based on the implementation of the transversal guidance intervention nor by direct control, in order to convey to the driver 1 the strength and direction of the automatic transversal guidance intervention, but through a lateral inclination of the chassis of the motor vehicle, which may be perceived and interpreted by the driver in particular by means of the inclination of the motor hood with respect to the environment surrounding the motor vehicle.

[0037] Due to the fact that the first transversal guidance channel with the steering handle 2 remains completely untouched, the delicate interaction between the driver and this manual transversal guidance channel does not vary. The driver may use it as normal and according to their experience, even without feeling patronized. At the same time, however an extremely intuitive feedback is provided by the notification roll angle.

[0038] It is to also to be noted, at this point, that embodiments may also be envisaged, in which the first transversal guidance actuator 3 corresponds to the second transversal guidance actuator 8, if the first transversal guidance actuator 3 is decoupled or may be decoupled from the steering handle 2, since then transversal guidance interventions performed by the first transversal guidance actuator 3 do not necessarily cause a feedback to the steering handle 2; in order to get the steering feeling it is however preferred that the first transversal guidance actuator 3 and the second transversal guidance actuator 8 are different from each other.

[0039] In order to indicate the direction of the transversal guidance intervention, the motor vehicle is ultimately tilted towards the curve inner side, i.e., according to the direction of the transversal guidance intervention by a corresponding sign of the notification roll angle. In order to intuitively indicate the strength of the transversal guidance intervention via the notification roll angle, two possibilities exist. On one hand, the notification roll angle may be selected to be proportional to a virtual steering angle of the steering handle 2. This may be readily derived from the known properties of the first transversal guidance channel. Alternatively, it is possible to select the notification roll angle to be proportional to the transversal force, which is caused by the transversal guidance intervention.

[0040] It is also possible to render the strength of the notification regarding the notification roll angle to be influenced by the driver, since it may be scaled. This may be accomplished, for example, through a corresponding setting on a human-machine-interface.

[0041] FIG. 2 shows a schematic representation of an inventive motor vehicle 13. This vehicle is provided with a steering handle 2 formed by a steering wheel, which is coupled with the first transversal guidance actuator 3, which is provided as a front axle steering system.

[0042] The motor vehicle 13 is provided, completely independently from the above, with a transversal guidance system 6, in this case a driver assistance system for lane central tracking, the operation of which is controlled by a control device 12, which is adapted for performing the inventive method. To this end, the control device 12 is connected to the second transversal guidance actuator 8 configured as a rear axle steering, and the vehicle system 10, which is configured as an active driving system.

[0043] Finally, it is also to be noted that embodiments may be envisaged, which, in situations requiring the attention of the driver, may differ from a strict separation of formed channels. Exactly because of the fact, that usually transversal guidance interventions by the transversal guidance system 6 are not notified on the steering handle 2, these embodiments are particularly suitable for indicating critical situations. Since transversal guidance interventions are usually pre-planned (pre-control), for example based on predictive data regarding the track profile, transversal guidance interventions may also be judged in an early stage, on whether the attention of the driver is required, for example, because the transversal guidance system 6 is approaching the limits of the system. This can be described by at least one criticality criterion. If this criterion is fulfilled, then the transversal guidance system 6 outputs an indication signal regarding the steering handle 2.