Method and device for the automated braking and steering of a vehicle

Abstract

A method for the automated braking and/or steering of a vehicle uses at least one sensor system for detecting the vehicle's surroundings, a potential collision object in the vehicle's surroundings, and a relative speed of the vehicle relative to the potential collision object. The activation and/or the sequence of an automated steering intervention and/or an automated braking intervention is determined based on the relative speed. The braking intervention is activated at first when the relative speed is below or equal to a predefined threshold, and the steering intervention is activated at first when the relative speed is above the predefined threshold.

Claims

1. A method of automated braking and automated steering of a vehicle to avoid or reduce a likelihood or a severity of a collision of the vehicle, comprising: with at least one sensor system, detecting vehicle surroundings of the vehicle and producing corresponding sensor data; with a controller of the vehicle, evaluating the sensor data and therefrom detecting a potential collision object in the vehicle surroundings, and determining a relative speed of the vehicle relative to the potential collision object; in the controller, comparing the relative speed to a predefined threshold; and with the controller, actuating a brake system of the vehicle to initiate an automated braking intervention at first when the relative speed is below or equal to the predefined threshold, and actuating a steering system of the vehicle to initiate an automated steering intervention at first when the relative speed is above the predefined threshold, in order to avoid or reduce the likelihood or the severity of the collision between the vehicke and the potential collision object.

2. The method according to claim 1, wherein the automated steering intervention was initiated at first because the relative speed was above the predefined threshold, and further comprising with the controller evaluating a collision risk of the collision between the vehicle and the potential collision object, and actuating the brake system to initiate an automated braking action when the collision risk continues to be present after the automated steering intervention was initiated at first.

3. The method according to claim 1, wherein the automated braking intervention was initiated at first because the relative speed was below or equal to the predefined threshold, and further comprising with the controller evaluating a collision risk of the collision between the vehicle and the potential collision object, and actuating the steering system to initiate an automated steering action when the collision risk continues to be present after the automated braking intervention was initiated at first.

4. The method according to claim 1, wherein the predefined threshold has a value between 40 and 60 km/h.

5. The method according to claim 1, wherein the predefined threshold has a value between 45 and 55 km/h.

6. The method according to claim 1, wherein the predefined threshold has a value between 48 and 52 km/h.

7. The method according to claim 1, wherein the predefined threshold is 50 km/h.

8. The method according to claim 1, further comprising with the controller determining a width of the potential collision object from the sensor data, and determining a collision avoidance trajectory for the vehicle based on at least the width of the potential collision object.

9. The method according to claim 1, wherein the at least one sensor system comprises at least two different sensors, and respective data from the different sensors are fused to produce fused data as the sensor data from which the potential collision object is detected.

10. The method according to claim 1, wherein the at least one sensor system comprises at least two sensor systems which include a radar sensor system and a camera sensor system, wherein first data detected by the radar sensor system is used in the controller to determine a distance from the vehicle to the potential collision object and the relative speed of the vehicle relative to the potential collision object, and wherein second data detected by the camera sensor system is used in the controller to determine a width and a kind of the potential collision object.

11. The method according to claim 1, further comprising, with the controller, determining a confidence value of the sensor data, and limiting a maximum intensity of the automated braking intervention or the automated steering intervention dependent on the confidence value.

12. The method according to claim 1, wherein the automated braking intervention is initiated at first based and dependent only on the relative speed being below or equal to the predefined threshold, and the automated steering intervention is initiated at first based and dependent only on the relative speed being above the predefined threshold.

13. An apparatus for automated braking and automated steering of a vehicle to avoid or reduce a likelihood or a severity of a collision of the vehicle, comprising: a controller, wherein the controller is configured to be connected to at least one sensor system of the vehicle for detecting vehicle surroundings of the vehicle, and to a braking system and a steering system of the vehicle, and wherein the controller comprises: a memory that stores a program; and a processor configured to execute the program which performs a method comprising: from the at least one sensor system, receiving sensor data representing the vehicle surroundings; evaluating the sensor data and therefrom detecting a potential collision object in the vehicle surroundings, and determining a relative speed of the vehicle relative to the potential collision object; comparing the relative speed to a predefined threshold; and actuating the braking system of the vehicle to initiate an automated braking intervention at first when the relative speed is below or equal to the predefined threshold, and actuating the steering system of the vehicle to initiate an automated steering intervention at first when the relative speed is above the predefined threshold, in order to avoid or reduce the likelihood or the severity of the collision between the vehicle and the potential collision object.

14. The apparatus according to claim 13, further comprising the at least one sensor system, a braking control unit of the braking system, and a steering control unit of the steering system, wherein the at least one sensor system is configured and adapted such that the relative speed of up to 70 km/h is determined.

15. A method of automatically controlling braking or steering of a vehicle to avoid or reduce a likelihood or a severity of a collision of the vehicle, comprising: with at least one sensor system of the vehicle, detecting surroundings of the vehicle and producing sensor data; in a controller of the vehicle, evaluating the sensor data to detect a potential collision object and to determine a relative speed of the vehicle relative to the potential collision object; in the controller, comparing the relative speed to a predefined threshold, and determining that an automated braking intervention shall be initiated at first when the relative speed is below or equal to the predefined threshold and that an automated steering intervention shall be initiated at first when the relative speed is above the predefined threshold; and with a braking or steering control unit of the vehicle, in response to and dependent on a result of the determining, either actuating a braking system of the vehicle to initiate the automated braking intervention to automatically brake the vehicle at first or actuating a steering system of the vehicle to initiate the automated steering intervention to automatically steer the vehicle at first, in order to avoid or reduce the likelihood or the severity of the collision between the vehicle and the potential collision object.

16. The method according to claim 15, wherein the comparing determines that the relative speed is below or equal to the predefined threshold, and wherein only the automated braking intervention and not the automated steering intervention is performed.

17. The method according to claim 15, wherein the comparing determines that the relative speed is below or equal to the predefined threshold, wherein the automated braking intervention is initiated at first, and then additionally comprising determining whether a collision risk of the collision between the vehicle and the potential collision object still exists after the automated braking intervention was initiated at first, and initiating an automatic steering of the vehicle when the controller determines that the collision risk still exists.

18. The method according to claim 15, wherein the comparing determines that the relative speed is above the predefined threshold, and wherein only the automated steering intervention and not the automated braking intervention is performed.

19. The method according to claim 15, wherein the comparing determines that the relative speed is above the predefined threshold, wherein the automated steering intervention is initiated at first, and then additionally comprising determining whether a collision risk of the collision between the vehicle and the potential collision object still exists after the automated steering intervention was initiated at first, and initiating an automatic braking of the vehicle when the controller determines that the collision risk still exists.

20. The method according to claim 15, further comprising evaluating the sensor data to determine a collision risk of the collision between the vehicle and the potential collision object, and wherein the automated braking intervention or the automated steering intervention is performed further in response to and dependent on the collision risk.

21. The method according to claim 15, wherein the determining that the automated braking intervention shall be initiated at first is based and dependent only on the relative speed being below or equal to the predefined threshold, and the determining that the automated steering intervention shall be initiated at first is based and dependent only on the relative speed being above the predefined threshold.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) In order that the invention may be clearly understood, it will now be explained in further detail in connection with example embodiments, with reference to the accompanying drawings, wherein:

(2) FIG. 1 is a schematic flow diagram of steps involved in an embodiment of the method according to the invention; and

(3) FIG. 2 is a schematic block diagram of a vehicle equipped with a sensor system, controller, steering unit and braking unit according to an apparatus embodiment of the invention.

DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS OF THE INVENTION

(4) FIG. 1 depicts a flow diagram of steps involved in at least one method embodiment according to the invention. In a first step S1 a sensor system of a motor vehicle is used to detect a potential collision object and a relative speed of the vehicle relative to the object. A step S2 involves comparing the relative speed S to a predefined threshold T to determine whether the relative speed S is equal to or below the threshold T (i.e. ST), or the relative speed S is above the threshold T (i.e. S >T). In the former case, when ST, the method proceeds to step S3A of performing an automated braking intervention at first. On the other hand, in the latter case when S>T, the method proceeds to step S3B of performing an automated steering intervention at first. Generally, the relative speed S of the vehicle relative to the potential collision object is used as the basis to determine whether an automated steering intervention or an automated braking intervention shall be initiated at first. The initial automated braking intervention in step S3A or the initial automated steering intervention in step S3B can be the only intervention performed, e.g. when that intervention is sufficient to avoid a collision with the detected object. Alternatively, when a collision risk still exists (see step S4A or S4B) after the initial automated intervention (step S3A or S3B), then the other type of intervention can be performed thereafter (step S5B or S5D). Namely, when a collision risk still exists in the evaluation step S4A after the automated braking intervention in step S3A, then an automated steering intervention can be performed in step S5B, but when a collision risk does not still exist in the step S4A, then the method ends in step S5A. Alternatively, after the automated steering intervention has been performed at first in step S3B, when a collision risk still exists in step S4B then an automated braking intervention can be performed in step S5D, but when a collision risk does not still exist in step S4B, then the method ends in step S5C.

(5) Preferably, the predefined threshold for the relative speed has a value between 40 and 60 km/h. In a special configuration of the invention, the threshold has a value between 45 and 55 km/h, in particular between 48 and 52 km/h. In an advantageous embodiment of the invention, the predefined threshold is 50 km/h.

(6) In an advantageous configuration of the invention, the system for detecting the surroundings is designed such that a maximum relative speed of up to 60 to 70 km/h can be determined. This design is necessary to enable the reliable determination of relative speeds up to the predefined threshold.

(7) In an advantageous configuration of the invention, the relative speed is either determined using the data detected by the at least one sensor system itself, as it is possible, for example, with a radar system, or the data detected by the at least one sensor system is used several times to determine distance values with respect to a potential collision object, which are then used to determine the relative speed with respect to the collision object. Known sensor systems for distance measurement are e.g. a stereo camera, a LiDAR, radar or ultrasonic sensor system. In addition, the data detected by the at least one sensor system is used to determine the width of the collision object. The width can e.g. be determined using distance information from a camera image. In addition, radar or LiDAR systems capable of angular resolution are known in the state of the art, which e.g. work according to the monopulse method. Moreover, scanning radar or LiDAR systems are known, which successively scan the vehicle's surroundings in different spatial directions. As an alternative or in addition to the aforesaid systems, a radar or LiDAR system capable of spatial resolution can include a plurality of sub-areas of detection each having at least one transmitter and receiver.

(8) In a preferred configuration of the invention, data provided by at least two different sensor systems for detecting the surroundings is fused in order to detect collision objects. This approach increases the safety of the automated braking and/or steering intervention as an automated braking and/or steering intervention is only initiated if both sensor systems have recognized the collision object. In addition, the relevant parametersdistance, relative speed and width of the collision objectcan be determined with more precision.

(9) In an advantageous configuration of the invention, the data of a radar sensor system is therefore used to determine the distance and relative speed with respect to a potential collision object. A radar system can measure the relative speed directly. There is no time lag, which e.g. typically occurs if the relative speed is determined using a plurality of distance values detected one after the other. The data detected by a camera sensor system is used to determine the width and, in particular, the type of the collision object. Using the distance information, the width of an object can be determined relatively precisely if the imaging characteristics of the camera system are known. Another advantage of the camera sensor system is that the type of the object, e.g. car, motorcycle, truck, wall, etc., can be determined using the method of pattern recognition from a camera image.

(10) In a special configuration of the invention, the intensity of the braking intervention or steering intervention is limited in accordance with a confidence of a signal provided by the sensor system for detecting the vehicle's surroundings and/or a confidence of the recognized objects. Confidence is, in particular, a measure of the certainty or reliability with which the surroundings of a vehicle have been recognized correctly. Faulty recognition can be due to a faulty function of the system for detecting the surroundings itself, caused e.g. by dirt or extreme environmental conditions (vibrations, cold, heat, strong variations in temperature), or to failure of a component of the system for detecting the surroundings.

(11) In a preferred configuration of the invention, the intensity of the braking intervention or steering intervention is determined based on the time which has passed since a potential collision object has first been detected. In particular, if an object has only been detected for a short time which is below a predefinable threshold, the intensity of the braking intervention or steering intervention is limited to a maximum value. The intensity of the braking intervention is e.g. limited to a value between 2 and 4 m/s.sup.2, e.g. 3 m/s.sup.2, in this situation. In a positive configuration of the invention, confidence is determined based on signal variance, i.e. a measure of the extent to which the values differ from a mean value. In particular, the signal variance indicates, for example, whether a potential collision object can be seen in the input data continuously or only at intervals. The latter fact can be a sign of faulty detection. In particular, if e.g. a potential collision object is only detected at intervals, i.e. signal variance is high, the extent of deceleration is limited to a maximum value. The intensity of the braking intervention is, in particular, limited to a value between 2 and 4 m/s.sup.2, e.g. 3 m/s.sup.2, in this situation.

(12) In another configuration of the invention, an upper threshold for the intensity of the braking intervention is determined in accordance with confidence. In a preferred configuration of the invention, the upper threshold for the intensity of the braking intervention is preferably selected to be low if the confidence values are low, i.e. the extent of deceleration is limited to low values below the threshold. If confidence is high, a high threshold is preferably selected to limit the intensity of the braking intervention.

(13) In another configuration of the invention, the intensity of the braking intervention is adapted either continuously or stepwise if confidence increases over time. In particular, a non-limited deceleration or even immediate full application of the brakes is only initiated if signal quality increases and/or a predefined value of signal confidence is exceeded. The transition from limited deceleration to non-limited deceleration is preferably a linear or stepwise process.

(14) As schematically shown in FIG. 2, another embodiment of the invention comprises a controller 5 for controlling an automated braking and steering intervention of a vehicle 1. The controller 5 comprises a memory unit 6 where a method as described above is stored and a processor unit 7, for carrying out a method as described above. The controller is connected to the at least one sensor system 2 of the vehicle 1 for detecting the surroundings. The sensor system 2 comprises a camera sensor 3 and/or a radar sensor 4. In addition, the controller 5 can be connected to a braking unit 9 for actuating the brakes and a steering unit 8 for actuating the steering system of the vehicle 1.