Method for performing an autonomous driving process in a vehicle

Abstract

The invention relates to a method for performing an autonomous driving process in a vehicle. In the case of a method for performing an autonomous driving process in a vehicle, an intervention is invalidated for the case that a driving intervention affecting the driving dynamics occurs without authorization.

Description

TECHNICAL FIELD

[0001] The invention relates to a method for carrying out an autonomous driving process in a vehicle. BACKGROUND

[0002] A method related to a utility vehicle for transferring autonomous driving into manual driving is described in WO 2018 / 046253 A1. At the time of the transfer it is checked whether the driver is authorized to stay in the utility vehicle and to carry out driving activities there. As soon as this is the case and in addition the driver operates the brake pedal and triggers the isolating switch, the desired transfer from autonomous driving into manual driving takes place.

[0003] From DE 11 2016 004 141 T5 a kind of assistance system for a vehicle is known which enables an autonomous operation of the brake system. This assistance system also allows an autonomously executed braking process for the case that the brake pedal is accidentally locked by the driver's foot. SUMMARY

[0004] With the method according to the invention, an autonomous driving process can be carried out in a vehicle. In this case, for the case that a personnel driving intervention in the vehicle by a person during an autonomously executed driving process, which influences the driving behavior or the driving dynamics of the vehicle, is invalidated when the person involved does not have a driving authorization.

[0005] This behavior has the advantage that the driving safety can be significantly improved in an autonomously moving vehicle. Thus, every manual intervention in the vehicle which influences the driving behavior or the driving dynamics is subject to the proviso that the person who executes the intervention has a driving authorization. If the driving authorization is given, the personnel driving intervention can be executed, thereby influencing and if necessary interrupting the autonomous driving process. Conversely, if the driving authorization of the person who executes the driving intervention is not present, the respective personnel driving intervention is invalidated.

[0006] Invalidating the personnel driving intervention advantageously comprises both the case that the driving operating unit activated by the personnel driving intervention is deactivated and the case that the activated driving operating unit is blocked. However, in alternative embodiments it can also be sufficient to only deactivate the activated driving operating unit or to only block the activated driving operating unit.

[0007] The method preferably involves the driver or a person located in the driver's seat, whose driving authorization is checked. However, the method can additionally also involve other persons in the vehicle, for example persons in the passenger seat or rear seats, who intentionally or unintentionally carry out a person driving intervention in the vehicle, for example hold onto the steering wheel or operate the hand brake. This case is also included by the method according to the application, since it is determined that the person not located in the driver's seat does not have the current driving authorization, and the driving intervention carried out by this person is then invalidated. It is possible that only the driving authorization of the driver is checked, or in an alternative embodiment both the driving authorization of the driver and the driving authorization or intervention authorization of the persons in the vehicle not located in the driver's seat are checked.

[0008] The driving operation unit operated by the person in the vehicle, if necessary, influences the driving behavior or driving dynamics of the vehicle. In particular, the longitudinal dynamics and / or the lateral dynamics of the vehicle are influenced via the driving operation unit. The driving operation unit is in particular a pedal in the vehicle, preferably a brake pedal. However, other driving operation units are also conceivable, for example an accelerator pedal or a steering wheel. Further, other driving operation units activated by a person in the vehicle are also conceivable, for example a hand brake or a parking brake in the vehicle.

[0009] Advantageously, the method is carried out only during a fully autonomous driving process, in which the vehicle is braked, accelerated and steered automatically without driver intervention. In this case, the person driving intervention is invalidated if the driving authorization is lacking. Thus, autonomous driving is carried out despite the person driving intervention.

[0010] It can also be expedient, if necessary, to invalidate the person driving intervention in the case of a partially autonomous driving process if the driving authorization of the person involved is not given. This relates for example to a person driving intervention which is not carried out by the person located in the driver's seat, for example by a passenger, during a semi-autonomous driving state of the vehicle in which the vehicle is driven partially autonomously and partially manually. Such a driving state relates for example to a so-called level 1 state with automatic braking and acceleration processes, but with steering intervention by the driver.

[0011] According to a further advantageous embodiment, a warning signal is generated in the vehicle when a human-driven intervention is carried out and is invalidated due to a lack of driving authorization. The warning signal can be generated and displayed to the driver in various ways. It can be appropriate, for example, to display the warning signal acoustically, optically or haptically in the vehicle. Additionally or alternatively, it can also be possible to generate the warning signal by automatically intervening in the vehicle's driving dynamics, for example via an automatic braking intervention, via an automatic acceleration intervention or an automatic steering intervention. In this case, for example, short pulses for braking, acceleration or steering can be generated one after the other, which can be registered by the driver. Additionally or alternatively, it can also be possible to influence the driving operating units in the vehicle without or at least without significant intervention in the vehicle's driving dynamics, so that, for example, via a change in the pedal characteristic curve or a change in the steering restoring force, an influence is perceived by the driver.

[0012] According to a further advantageous embodiment, the driving authorization is determined before the start of the journey and / or during the journey. For example, the driver identification can be carried out in particular on the basis of a person-specific feature such as a fingerprint or via an identity card. This ensures that in principle only a person in possession of a valid driver's license is authorized for a driving intervention. The driver identification is carried out in particular before the start of the journey.

[0013] Additionally or alternatively, it can also be possible to carry out the authorization of the human-driven intervention during the journey. This is carried out in particular on the basis of sensor signals which are determined in the vehicle via a vehicle sensor system and are analyzed. For example, an increased fatigue state of the driver can be determined on the basis of a driving performance which the driver has indicated before the driving process automatically carried out is validated. It can also be possible to infer from the driving performance that an inadmissible consumption of a substance which negatively influences the driving performance, for example the consumption of alcohol, has taken place. In these cases, although it can be indicated that the vehicle is to be driven completely autonomously, a human-driven intervention, for example for the takeover from autonomous driving to manual driving, is invalidated for safety reasons.

[0014] Furthermore, it can also be possible to determine via sensor signals whether a person who is not the driver carries out an unauthorized driving intervention. This takes place, for example, via a sensor system for interior space monitoring.

[0015] According to a further advantageous embodiment relating to the personnel-driven intervention into the brake pedal in the vehicle, the brake pedal is hydraulically decoupled from the wheel brake of the vehicle brake in order to de-activate the personnel-driven intervention into the brake pedal. The hydraulic decoupling is preferably carried out via adjusting a valve in the hydraulic brake circuit, for example by closing an inlet valve. The hydraulic decoupling in this case is carried out either between the brake pedal and the brake force amplifier, in particular the hydraulic brake cylinder, or between the brake force amplifier and the wheel brake in the vehicle.

[0016] According to an advantageous embodiment relating to the brake pedal as a driving operating unit, the personnel-driven intervention is accepted during the autonomous brake intervention to such an extent that the brake pressure required by the autonomous brake intervention is reached. Only beyond this, further brake requests by the driver are de-activated. This behaviour remains without influence on the driving dynamics of the vehicle, since the brake pressure request by the driver is only implemented up to the autonomous brake pressure request. In the hydraulic brake system there is a pre-pressure sensor, wherein the brake pressure request can be determined by the driver via the pre-pressure sensor.

[0017] It can be expedient that during the brake pedal operation by the driver, after reaching the brake pressure limit predefined by the autonomous system, brake fluid is delivered from the wheel brake into a buffer container in the hydraulic brake circuit or into a hydraulic cylinder.

[0018] If, after reaching the brake pressure limit predefined by the autonomous system, the brake pressure is additionally established via the driver operation due to possible waiting times, and the volume is pushed to the wheel brake, it can be expedient to deliver this hydraulic volume back into the buffer container or brake pressure cylinder.

[0019] For generating a warning signal, according to a further advantageous embodiment it can be expedient to temporarily allow a pressure build-up by opening an inlet valve in the hydraulic brake circuit during the driver's operation of the brake pedal, even if no driving authorization is present. Due to the temporary pressure build-up, the vehicle is correspondingly temporarily decelerated, which can be perceived by the driver and can be interpreted as a warning signal. Advantageously, a different pressure build-up is implemented than would be generated via the pedal operation by the driver. For example, it can be expedient to only temporarily implement a higher pressure build-up or to make the pressure build-up with a time delay.

[0020] According to a further advantageous embodiment, which also relates to the warning signal generated when a personnel-driven intervention occurs without driving authorization, the hydraulic capacity flow is temporarily allowed by a corresponding short and controlled opening of the inlet valve in the case of an unauthorized brake pedal operation in order to allow a pedal movement. Subsequently, brake fluid can be delivered back in order to modulate the restoring force in the brake pedal and thus to warn the driver. Furthermore, it is possible to autonomously modulate the brake pressure in order to adjust the corresponding restoring force in the brake pedal and / or a correspondingly changed deceleration

[0021] The brake force or restoring force in the brake pedal is repeatedly modulated, if necessary, in order to generate a clearly perceptible warning signal. Furthermore, it is possible to automatically influence the drive power of the vehicle, in particular in a way that compensates the brake pressure, in order to keep the vehicle speed at a target speed.

[0022] The brake system is a hydraulic brake system, which is equipped, in particular, with an additional ESP system (electronic stability program), which comprises an ESP hydraulic pump in the hydraulic circuit. In the case of such a brake system, the above-described method can only be realized via a software manipulation.

[0023] The invention furthermore relates to a control device for carrying out the above-described method. The individual method steps are carried out in the control device, in which control device control signals for carrying out the autonomous driving process are generated by manipulating the vehicle brakes, the drive motor and / or the steering system in the vehicle. It is checked in the control device whether a personnel-driven intervention without driving authorization is present, wherein the personnel-driven intervention is invalidated in this case. In correspondence therewith, it is possible to deactivate the driving operating units activated via the personnel-driven intervention via the control device, for example by opening or closing a valve in the brake circuit in the case of a brake pedal.

[0024] Finally, the invention also relates to a vehicle, which has the corresponding control device and the driving operating units, which can be manipulated via the control device.

[0025] The invention furthermore also relates to a computer program product with a program code, which is designed to carry out the above-described method steps. The computer program product is carried out in the above-described control device. BRIEF DESCRIPTION OF DRAWINGS

[0026] Further advantages and expedient embodiments can be gathered from the other claims, the description of the figures and the figures. Therein:

[0027] Figure 1 a hydraulic circuit diagram of a vehicle brake system is shown,

[0028] Figure 2A flow chart is shown with method steps for performing an autonomous driving process in a vehicle. DETAILED DESCRIPTION

[0029] In a hydraulic circuit diagram according to Figure 1 The hydraulic brake system 1 in a vehicle shown in the hydraulic circuit diagram according to Fig. 1 has two cross-arranged brake circuits 2 and 3. The first brake circuit 2 is configured as a front axle brake circuit and the second brake circuit 3 is configured as a rear axle brake circuit, which brake circuits 2, 3 serve to supply the wheel brake units 8 and 9 at the front left and right wheels or the wheel brake units 10 and 11 at the rear left and right wheels with hydraulic brake fluid.

[0030] Alternatively, a cross-division of the brake circuits 2 and 3 is also considered, in which the wheel brake units 8 and 9 are arranged at the front left and right wheels, while the wheel brake units 10 and 11 are arranged at the front right and rear left wheels.

[0031] The two brake circuits 2, 3 are connected to a common master brake cylinder 4, which is supplied with brake fluid via a brake fluid reservoir 5. The master brake cylinder 4 is operated by the driver via a brake pedal 6, the pedal travel applied by the driver being measured via a pedal travel sensor 7. An electrically operable brake force amplifier 16 is located between the brake pedal 6 and the master brake cylinder 4, which brake force amplifier comprises, for example, an electric motor, which preferably operates the master brake cylinder 4 via a gearbox (intelligent booster (iBooster)).

[0032] A switching valve 12 is arranged in each brake circuit 2, 3, which switching valve is located in the flow path between the master brake cylinder and the respective wheel brake units 8 and 9 or 10 and 11. The switching valve 12 is open in its initial position without flow. Each switching valve 12 is assigned a non-return valve connected in parallel, through which the non-return valve can flow in the direction of the respective wheel brake unit.

[0033] An inlet valve 13 is located between the switching valve 12 and the respective wheel brake unit 8, 9 or 10, 11, to which inlet valve 13 a non-return valve is assigned, through which the non-return valve can flow in the opposite direction, i.e. from the wheel brake unit towards the master brake cylinder. The inlet valves 13 at the front wheels of the vehicle are open without flow, the inlet valves 13 at the rear wheels of the vehicle are closed in the flow-free state, but are placed in the open position in the event of a defined pressure differential (flow-free closure in relation to the pressure differential).

[0034] Each wheel brake unit 8, 9 or 10, 11 is assigned a discharge valve 14, which is closed flowlessly. The discharge valve 14 is connected to the suction side of a pump unit 15, which has a pump 18 or 19 in each brake circuit 2, 3. A common electric drive motor or pump motor 22 is assigned to the pump unit, which operates both pumps 18 and 19 via a shaft 23. The pressure side of the pump 18 or 19 is connected to a line section between the switching valve 12 and the two inlet valves 13 for each brake circuit.

[0035] The suction side of the pumps 18 and 19 is connected to a main or high-pressure switching valve 24, respectively, which is hydraulically connected to the master brake cylinder 4. In the case of a driving-dynamic intervention, the main switching valve 24, which is closed in the flowless state, can be opened for a fast brake pressure build-up, so that the pumps 18 and 19 draw hydraulic fluid directly from the master brake cylinder 4. This brake pressure build-up can be carried out independently of an operation of the brake system by the driver. The pump unit 15 with the two single pumps 18 and 19, the electric pump motor 22 and the shaft 23 can belong to a driver assistance system and constitute an electronic stability program (ESP system), which is activated, inter alia, for stabilizing the vehicle.

[0036] For each brake circuit 2, 3, a hydraulic accumulator 25 is located between the discharge valve 14 and the suction side of the pumps 18 and 19, for intermediate storage of brake fluid, which is discharged from the wheel brake unit 8, 9 or 10, 11 by the discharge valve 14 during a driving-dynamic intervention. Each hydraulic accumulator 25 is assigned a non-return valve, which opens in the direction of the suction side of the pump 18, 19.

[0037] For pressure measurement, a pressure sensor 26 is located in each brake circuit 2, 3, respectively, in the region of the wheel brake unit 8, 9 or 10, 11. A further pressure sensor 27 is arranged in the brake circuit 2 adjacent to the master brake cylinder 4.

[0038] The ESP system with the pump unit 15 constitutes a brake execution system for generating hydraulic brake pressure in the wheel brake units in both brake circuits 2, 3 independently of the driver. The ESP system is used for stabilizing the vehicle in such a way that the various valves in the brake system and the pumps 18 and 19 are actuated in such a way that wheel locking is prevented.

[0039] Furthermore, the brake system 1 is assigned a control device 17, in which sensor signals are processed and control signals (Stellsignal) are generated for actuating the active units, such as brake force amplifiers, valves and pumps of the ESP system.

[0040] In the case of a driving-dynamic intervention, the main switching valve 24, which is closed in the flowless state, can be opened for a fast brake pressure build-up, so that the pumps 18 and 19 draw hydraulic fluid directly from the master brake cylinder 4. This brake pressure build-up can be carried out independently of an operation of the brake system by the driver. The pump unit 15 with the two single pumps 18 and 19, the electric pump motor 22 and the shaft 23 can belong to a driver assistance system and constitute an electronic stability program (ESP system), which is activated, inter alia, for stabilizing the vehicle. Figure 2A flow chart showing method steps of performing an autonomous driving process in a vehicle with cases for performing a driving intervention by a driver or another person in the vehicle is shown in Fig. 1.

[0041] First, it is checked in a first method step 30 whether the vehicle is in an autonomous driving state in which the vehicle is controlled, in particular completely autonomously, with automatic braking, acceleration and steering interventions. If this is not the case, a no branch ("N") is followed which returns back to the beginning of the inquiry in step 30 and the inquiry is re-experienced at a cyclic interval.

[0042] If, in contrast, the vehicle is in an autonomous driving process, a yes branch ("Y") is followed which advances to a next method step 31 in which it is inquired whether a driving intervention by a person in the vehicle is currently present. This driving intervention is in particular by an operation of the brake pedal by the driver. However, other driving interventions are also considered, in particular an operation of the accelerator pedal and an operation of the steering wheel.

[0043] If such a driving intervention is not present, a no branch is followed which returns back to the beginning of the entire method which is re-experienced at a cyclic interval starting at step 30. If, in contrast, such a driving intervention is present, a yes branch is followed which advances to a next step 32.

[0044] In step 32, it is checked whether the driving intervention from step 31 was made in a driving-authorized situation. This authorization can be made before the start of the journey, for example, according to an identification of the driver, for example, by checking a driver's license or other identity card. Additionally or alternatively, it is also possible to check the current driving authorization of the driver in the vehicle via a sensor system, in particular in view of a highly fatigued state or in view of the taking of substances which affect the driving ability. This is done, for example, by analyzing state variables which are detected in a sensorial manner from previous or current operations of the driving operating unit in the vehicle, for example, from steering movements. Additionally or alternatively, it is also possible to check the head movements or eye movements of the driver, for example, via a video camera, and to check in view of a conformity with a reference pattern which deduces an unfitness to drive or at least a reduced driving ability of the driver.

[0045] If the check in step 32 comes to the conclusion that the driver made the intervention in a driving-authorized situation, a yes branch is followed which advances to step 33. In this case, a transition from autonomous driving to manual driving is typically involved, the autonomous driving is ended and the responsibility for the driving is transferred to the driver. The method according to the application ends in this case. Figure 2

[0046] ​If, on the contrary, the inquiry in step 32 results in the driver having carried out an intervention without driving authorization, a NO branch is followed to step 34 and the driver's intervention is invalidated. This is done either by invalidating the activation of the driving operating units generated by the driver or by locking the driving operating units. If, for example, the driver has operated the brake pedal or is about to operate it, the brake pedal movement can be locked or allowed without blockage, but can be decoupled from the brake system hydraulic pressure so that the brake pedal movement has no effect on the current brake force.

[0047] If a braking process is currently being carried out in the autonomous driving state, the brake pedal movement initiated by the driver can be taken into account in this way, if necessary, for generating brake pressure, up to the point at which the brake pressure level predefined by the autonomous system is reached. In addition, the brake pedal movement initiated by the driver is validated.

[0048] The method is also suitable for countering unauthorized driving interventions by fellow passengers or passengers in the vehicle. Via the sensor system in the vehicle it can be determined that a possible driving intervention was triggered by a fellow passenger or passenger, which is then invalidated.

Claims

1. A method for carrying out an autonomous driving process in a vehicle, wherein in the event of a personnel driving intervention affecting the driving behavior or driving dynamics during a driving process carried out autonomously without driving authorization, the personnel driving intervention is invalidated, wherein in the event of invalidation of the personnel driving intervention, the activated driving operation unit is deactivated and / or locked, wherein a driving authorization of the driver or of a person located in the driver's seat and of other persons in the vehicle is checked.

2. The method of claim 1, wherein, The driving operation unit is a pedal in the vehicle.

3. The method of claim 2, wherein, The driving operation unit is a brake pedal (6).

4. The method of claim 3, wherein, The brake pedal (6) is hydraulically decoupled from the wheel brakes for invalidating a personnel driving intervention on the brake pedal (6).

5. The method according to any one of claims 1 to 4, characterized in that, The driving process is carried out fully autonomously with automatic brake, acceleration and steering interventions.

6. The method according to any one of claims 1 to 4, characterized in that, A warning signal is generated when the personnel driving intervention is invalidated.

7. The method of claim 6, wherein, A warning signal is generated when the personnel driving intervention is invalidated in such a way that the brake pressure in the vehicle brakes is modulated.

8. The method according to any one of claims 1 to 4, characterized in that, The driving authorization is determined during driving by evaluating sensor signals.

9. The method according to any one of claims 1 to 4, characterized in that, The driving authorization is determined before the start of driving by evaluating sensor signals or by driver identification.

10. The method according to any one of claims 1 to 4, characterized in that, The authorization of the personnel driving intervention is determined during driving by evaluating sensor signals.

11. A control device for manipulating a driving operation unit of a vehicle to carry out the method according to any one of claims 1 to 10.

12. A vehicle having a control device (17) according to claim 11 and having a driving operation unit affecting the driving behavior or driving dynamics of the vehicle.

13. A computer program product having program code designed to carry out the steps of the method according to any one of claims 1 to 10 when the computer program product is executed in a control device (17) according to claim 11.

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