Method and assistance system for avoiding erroneous triggering of a road shoulder function

Abstract

The present invention relates to a method for operating an assistance system (2) for providing a road shoulder function of a motor vehicle (1), wherein the road shoulder function is implemented under at least a first condition and a second condition, the first condition being that the motor vehicle (10) is detected on a road shoulder (32) by means of at least one detection device (14) according to at least one predetermined first criterion, and the second condition being that a specific steering behavior of the driver of the motor vehicle (10) is detected according to a second criterion, and an automatic driving intervention is implemented according to the road shoulder function. The present invention provides that a control signal influencing the execution of the road shoulder function is output under at least a third condition, the third condition being that an obstacle (42) located ahead of the motor vehicle (10) in the direction of travel is detected by means of the at least one detection device (14) according to a predetermined third criterion.

Description

Technical Field

[0001] The present invention relates to a method for operating an assistance system for a motor vehicle for providing a curb function, wherein the curb function is implemented under at least a first condition (checking of a motor vehicle on a road curb according to at least one predetermined first criterion by means of at least one detection device) and a second condition (checking of a specific steering behavior of the motor vehicle driver according to a second criterion), and an automatic driving intervention is implemented according to the curb function. The present invention also relates to an assistance system for a motor vehicle for providing a curb function. Background Art

[0002] The road shoulder is an unsecured strip of roadside adjacent to the roadway. It can contain, for example, sand, gravel, or grass. If a vehicle accidentally strays from its lane, this often startles the driver, who then abruptly swerves back toward the lane. Due to the sudden change in friction coefficient during the transition from the road shoulder to the lane, this often leads to oversteering. In such cases, the road shoulder function intervenes with automated driving to prevent the driver from skidding when swerving from the road shoulder. The road shoulder function is triggered when, on the one hand, the vehicle is detected on the road shoulder according to a first criterion, and, in addition, when a specific steering action by the driver, such as an abrupt steering reaction, is detected according to a second criterion.

[0003] Driving on the shoulder of a vehicle can be detected by the vehicle's sensor system, or generally by at least one detection device. However, incorrect detection can never be ruled out. Consequently, it is generally possible for the driver to perform a sudden steering reaction, causing the vehicle to falsely detect that the vehicle is driving on the shoulder. In this case, the shoulder function is typically triggered. However, when driving on a normal road, rather than on the shoulder, this can lead to distracting or misleading driving interventions and potentially dangerous driving situations, as the vehicle may perform unnecessary driving interventions. Therefore, it is desirable to avoid such false triggering.

[0004] DE 10 2015 217 783 A1 describes an improved lane assist system that warns the driver when leaving their lane. It provides for suppressing the output of this warning under certain circumstances, particularly if eye tracking detects that the driver is looking in the direction of the vehicle's lane departure and a possible cause of the lane departure is determined. One such possible cause could be an impending collision with an object in the lane. However, this approach does not prevent erroneous triggering of the roadside shoulder function and, in particular, prevents the aforementioned roadside shoulder function from being provided.

[0005] JP 2011-73530 A also describes a method for preventing a vehicle from leaving its lane or colliding with an object. If an imminent lane departure or collision is detected, automated driving intervention is performed unless the driver has already intervened. However, this method does not prevent the erroneous activation of the road shoulder function.

[0006] Furthermore, US 2020 / 0164871 A1 describes a method for a lane change assist system, according to which a warning is issued to the vehicle driver when a lane change is intended if there is another road user in the adjacent lane. However, if the lane change is to a branch lane (e.g. a lane at a highway exit) and the other road user is in a different lane than the lane the driver intends to change to, the output of this warning is suppressed. However, this does not prevent the erroneous triggering of the road shoulder function. Summary of the Invention

[0007] Therefore, the technical problem to be solved by the present invention is to provide an assistance system and method which can at least reduce the erroneous triggering of the road shoulder function.

[0008] This object is achieved by a method and an assistance system having the features according to the respective independent claims. Advantageous embodiments of the invention are the subject matter of the dependent claims, the description and the drawings.

[0009] In a method according to the present invention for operating a first assistance system of a motor vehicle to provide a curb function, the curb function is implemented under at least a first condition (detection of curb driving of the motor vehicle on a road shoulder by at least one detection device according to at least one predetermined first criterion) and a second condition (detection of a specific steering behavior of the motor vehicle driver according to a second criterion), and an automatic driving intervention is implemented according to the curb function. At least under a third condition, namely, detection of an obstacle ahead of the motor vehicle in the direction of travel by at least one detection device according to a predetermined third criterion, a control signal influencing the execution of the curb function is output. This allows, for example, the execution of the curb function to be prevented or modified.

[0010] The present invention is based on the knowledge that if a driver accidentally drives their vehicle onto a shoulder, they will subsequently perform a sharp steering reaction in the direction of their lane. This sharp steering reaction is caused by the driver being startled by the inadvertent drive onto the shoulder and attempting to return to their lane. In other words, the sudden steering reaction is caused by the unintentional drive onto the shoulder. On the other hand, if the driver is not driving their vehicle onto the shoulder and then experiences a sharp steering reaction, this cannot be due to the vehicle being driven onto the shoulder. Therefore, this sharp steering reaction must have another cause. The most common reason a driver performs a sharp steering reaction while driving on a road is to avoid an obstacle ahead. The present invention advantageously uses this knowledge to modify the execution of the shoulder function, preferably preventing or suspending it if such an obstacle ahead is detected according to a predetermined third criterion. If a certain steering action by the driver, particularly a sharp steering action, is detected according to the second criterion, and an obstacle ahead is simultaneously detected, it is likely that the driver is attempting to avoid the obstacle, even if the at least one detection device has detected shoulder driving according to the first criterion. In other words, this situation is likely a false detection of shoulder driving, and in this case, false triggering of the shoulder function can be advantageously avoided. This can also effectively avoid dangerous situations caused by erroneous triggering of the road shoulder function.

[0011] As defined above, a roadside shoulder refers to an unsecured roadside strip beside a lane, particularly a road. At least one detection device is assigned to a motor vehicle and therefore particularly represents the detection device of the motor vehicle. This can be understood to include, in particular, the entire sensor system of the motor vehicle. In other words, the detection device may include one or more individual sensors. To detect roadside driving according to a first criterion and a specific steering maneuver by the driver according to a second criterion, different sensors, particularly those of the vehicle's detection device, can be used. It is also possible for at least one detection device of the motor vehicle to detect obstacles ahead according to a predetermined third criterion. Thus, the same or different sensors can be used to detect roadside driving and / or the driver's steering maneuver. Furthermore, the fact that at least one detection device detects roadside driving on a roadside shoulder according to at least one predetermined first criterion does not necessarily mean that the motor vehicle is actually driving on the roadside shoulder. In other words, such detection also includes erroneous detection of roadside driving. Furthermore, the first and second conditions should be considered necessary, but not necessarily sufficient, conditions for implementing the roadside shoulder function. In particular, the roadside shoulder function is not implemented even if the first and second conditions are met, or even, for example, if the third condition is also met.

[0012] In a particularly advantageous embodiment of the present invention, a control signal influencing the execution of the road shoulder function influences the execution in such a way that the execution is prevented or aborted, or the automated driving intervention is performed with a predetermined reduced intensity. This advantageously avoids or at least reduces the potential risks associated with erroneous triggering of the road shoulder function. Driving intervention at a predetermined reduced intensity should be understood to mean that the intensity is reduced compared to a previously established intensity value for automated driving intervention. As described below, the driving intervention is preferably performed as a braking intervention. For this braking intervention, a corresponding brake pressure, such as 40 bar, 50 bar, or 60 bar, can be specified to determine its intensity, depending on whether the driver is currently braking. If the driver is currently braking, a higher predetermined brake pressure may be selected, as additional braking by the driver increases the risk of skidding. For example, if the first and second conditions are met, a brake pressure for the driving intervention can be specified, for example, depending on the situation. If the third condition is subsequently detected, for example, if a braking intervention is already in progress during the execution of the road shoulder function, the predetermined brake pressure can be reduced, and the road shoulder function can continue with the reduced brake pressure. However, it is preferred that the road shoulder function is not executed when the third condition is met, or if the road shoulder function is already in progress, its execution is interrupted. This can maximize safety.

[0013] In another advantageous embodiment of the present invention, automated driving intervention takes the form of automatic wheel-selective braking, in which the vehicle's wheels adjacent to the roadside shoulder are subjected to a specific braking force. This braking force can be generated using a predetermined brake pressure. This advantageously prevents oversteer and potential skidding if the driver makes a sudden steering reaction toward the lane while driving on the roadside shoulder. Specifically, braking force can be applied to all wheels on the side of the vehicle's longitudinal axis adjacent to the roadside shoulder. These are, in particular, the wheels currently driving on the roadside shoulder. If these wheels are forced back into the lane due to the driver's sudden steering reaction, their coefficient of friction can undergo a sudden change. When driving on the roadside shoulder, the coefficient of friction is significantly lower than when the wheels are driving on a fixed lane. To prevent oversteer and skidding during such transitions, the wheels driving on the roadside shoulder can advantageously be braked using embodiments of the present invention, effectively preventing oversteer and potential skidding in most situations.

[0014] Furthermore, it is advantageous if the predetermined first criterion for detecting shoulder driving includes the characteristic temporal profile of the sensor data provided by the wheel speed sensors of the respective wheels of the vehicle, particularly if the temporal profile of the sensor data of at least one wheel on a first side of the vehicle relative to the vehicle's longitudinal axis varies more strongly than the temporal profile of at least one wheel on a second side of the vehicle (opposite the first side relative to the vehicle's longitudinal axis). For example, if the left-hand wheels are traveling on smooth ground, as viewed in the direction of travel, the temporal profile of the sensor data provided by the wheel speed sensors will also be smooth. On the other hand, if the right-hand wheels are traveling on the shoulder, i.e., on uneven ground, this will be reflected in the non-smooth profile of the sensor data of the wheel speed sensors of these right wheels. Due to these different temporal profiles of the sensor data associated with the left and right wheels, it can be inferred that the right-hand wheels are on the shoulder. To further ensure this conclusion, it is further preferred that the predetermined first criterion for detecting shoulder driving further includes the at least one detection device detecting a predetermined relative position of the vehicle relative to lane markings and / or lane boundaries. In particular, the detection device can, for example, detect deviations or derivatives from lane markings or lane edges—that is, a certain spatial lateral offset from such boundaries in the direction away from the lane—and infer from this whether, for example, the right wheel is traveling on the shoulder. In principle, it is also conceivable to use this relative position of the vehicle to the lane markings or lane boundaries as the sole criterion for detecting shoulder driving. However, it is precisely through the combination of detection with wheel speed sensors that shoulder driving can be detected more reliably, so the probability of false triggering is generally low.

[0015] Furthermore, the predetermined second criterion for detecting a specific steering behavior by the vehicle driver can include a detected steering angle and / or steering angle gradient exceeding a predetermined limit value. This advantageously characterizes a sharp steering reaction by the driver. For this purpose, higher-order derivatives of the steering angle can also be considered and evaluated. For example, another criterion could be the driver's steering direction. For example, the curb function is only triggered if the driver performs such a steering reaction toward the lane, not away from it. In contrast, if the driver performs a mild steering reaction, autonomous driving intervention in the vehicle is necessary, as oversteering or skidding is unlikely in this case.

[0016] In a particularly advantageous embodiment of the present invention, the predetermined third criterion includes the obstacle in front of the vehicle in the direction of travel being in the same lane as the vehicle. In contrast, if the obstacle is in a different lane, the driver is less likely to perform abrupt steering reactions. This reduces the probability of erroneously preventing the roadside function from being triggered or executed.

[0017] According to another advantageous embodiment of the invention, the predetermined third criterion includes the fact that the determined predicted time until collision with the detected obstacle is lower than a predeterminable value. This predicted time until collision with the detected obstacle can be determined, for example, based on the distance between the motor vehicle and the obstacle and on the relative speed between the obstacle and the motor vehicle. This prediction is also based on the predicted driving trajectory of the motor vehicle, based on current driving parameters such as speed, steering angle and orientation of the motor vehicle relative to the lane. If the time until collision with the obstacle is still long, the driver is also less likely to perform a sharp steering reaction to avoid the obstacle. If the driver performs a sharp steering reaction in this case, this is unlikely to be due to the obstacle ahead, but the shoulder function can still be performed. In the same way as described above, this advantageous embodiment of the invention also prevents erroneous suppression of the execution or triggering of the shoulder function.

[0018] In another advantageous embodiment of the present invention, the motor vehicle includes a second assistance system, distinct from the first assistance system, and a collision avoidance system designed to detect obstacles ahead of the vehicle based on a specified third criterion. If the collision avoidance system detects an obstacle, it outputs a control signal that influences the execution of the roadside function. In other words, the object detection and identification performed for obstacle detection need not be performed by the first assistance system itself, which provides the roadside function. Instead, the results of a separate second assistance system, the collision avoidance system, can advantageously be used. This enables significant cost savings and an additional function that prevents false triggering of the roadside function in a particularly simple and effective manner. The collision avoidance system is designed to detect obstacles ahead of the vehicle, particularly those in the same lane, and to take appropriate measures, such as warnings or brake intervention, if a collision is imminent. The results of this system related to obstacle detection can therefore advantageously be provided to the first assistance system.

[0019] Such collision avoidance systems may also utilize at least one detection device, particularly for monitoring the surrounding environment in order to detect possible obstacles in the vehicle's lane ahead. Generally, the at least one detection device may utilize sensors of any configuration, such as cameras and / or radars and / or laser sensors, particularly lidar (light detection and ranging) and / or ultrasonic sensors. Multiple of these sensors, whether of the same or different types, may also be included in the at least one detection device. The aforementioned wheel speed sensors should also be considered part of the vehicle's at least one detection device. The collision avoidance system may also combine (or aggregate) data from one or more environmental sensors, particularly the aforementioned sensors, namely cameras, radars, lasers, and ultrasonics, and evaluate this combined data with respect to collision risk, for example, based on the predicted time to collision defined above. For example, in the simplest case, radar may be used to detect obstacles. The collision avoidance system may also access the results of other assistance systems of the vehicle. For example, the collision avoidance system may utilize data from most camera-based lane departure warning systems to identify lanes, lane edge markings, and / or lane edges, particularly the lane in which the vehicle is currently traveling. In other words, the vehicle may also include another assistance system, namely the aforementioned lane departure warning system, which is designed to determine the vehicle's current lane and issue a warning when leaving that lane, particularly if the driver leaves that lane without using the turn signal. The current lane identified by the lane departure warning system can be used to determine whether an obstacle detected by the collision avoidance system is within that current lane. Networking different assistance systems advantageously allows for task sharing and the mutual use of their results, making their implementation particularly cost-effective and efficient. This also significantly reduces computation time, allowing for the shared use of computational results, rather than requiring each assistance system to perform its own computational steps.

[0020] It is also advantageous that the collision avoidance system has different warning levels depending on the predicted time until collision, wherein a control signal influencing the execution of the road shoulder function is output as soon as at least one specific warning level, or any one of these various warning levels, is activated by the collision avoidance system. Therefore, the third condition can be simply assumed to have been met when the collision avoidance system activates at least one specific warning level, or any one of its various warning levels. When such a warning level is activated, a corresponding signal can be simultaneously transmitted from the collision avoidance system to the first driver assistance system, which then prevents the activation of the road shoulder function or, if it is already in progress, interrupts it.

[0021] It is particularly advantageous if the collision avoidance system has, for example, three different warning levels. If a collision is imminent, for example, if the predicted time until collision is less than a certain limit value, preferably less than 10 seconds, particularly preferably less than 5 seconds, the collision avoidance system can warn the vehicle driver in multiple levels, for example, two warning levels. In the first level, a visual and / or acoustic warning can be issued through a combination of a display in the central instrument panel and a warning tone. A tactile warning, such as a vibration of the steering wheel, is also possible. If the driver does not react, in the second level, particularly if the time until collision continues to decrease, a tactile warning is issued through a warning vibration of the brakes. If the driver also does not react, particularly if the time until collision continues to decrease, the collision avoidance system initiates emergency braking as a third level. If any of the three levels is activated, activation of the curb function is suspended or prevented, or if the second or third level is activated but not the first level, or if the third level is activated. As an alternative to suspending or preventing it, it is also possible to simply reduce the intensity of the automated driving intervention.

[0022] For example, the first level may be activated when the time until collision is less than three seconds, the second level may be activated when the time until collision is less than two seconds, and the third level may be activated when the time until collision is less than one second.

[0023] To trigger a warning level and emergency braking, the collision avoidance system sends a signal via the vehicle data bus to other components in the vehicle, such as the instrument panel or the brake control system (ESC). The road shoulder function or the first assistance system can also advantageously access the vehicle data bus. If one of the warning levels or even emergency braking is required, the road shoulder function automatically switches to a passive state or interrupts an ongoing intervention. Whether the road shoulder function switches passively at a warning level or only when emergency braking is triggered can also be set or parameterized in the road shoulder function (i.e., in the first assistance system).

[0024] In another advantageous embodiment of the present invention, the motor vehicle has a third assistance system that creates a computer-assisted environment model based on sensor data provided by at least one detection device, based on position data of the motor vehicle, based on a stored digital road map, and in particular based on at least one information item provided by vehicle-to-X communication. Obstacles are detected based on the computer-assisted environment model according to a third criterion. In this way, the road shoulder function can use the computer-assisted environment model to explain why the driver has made a sudden steering reaction.

[0025] For example, computer-assisted environment models will be used in the future for highly automated driving functions. These models draw, among other things, from signals from numerous environmental sensors, digital road maps, and position data, particularly from satellite-based positioning systems such as GPS and / or connected positioning, as well as from vehicle-to-infrastructure, vehicle-to-server, and vehicle-to-vehicle communications—that is, communications between the vehicle and infrastructure (e.g., traffic lights), internet servers, and other vehicles—or information derived from these communications. These environment models include, for example, information about the lane, roadway, the vehicle's position within the lane, the positions of other vehicles and road users in the lane, the positions of obstacles on the lane and at the lane edges, the positions of crash barriers and traffic signs, and hazardous points, such as the location of an accident or the tail end of a traffic jam, or sections of road with ice or aquaplaning. For example, if an obstacle is detected and located in the vehicle's lane, a sharp steering reaction by the driver is likely to be an evasive maneuver. In this case, the roadside function will also advantageously switch to a passive state. However, if the obstacle is located alongside the road, such an evasive maneuver by the driver in front of the obstacle will not result in a sharp steering reaction. In this case, the roadside function will also function accordingly. If the vehicle has such a computer-assisted environment model, it can also be used advantageously and effectively to avoid erroneous triggering of the roadside function, in particular to detect obstacles in the same lane. In this case, the first assistance system itself does not have to be designed for object detection; the results of other systems can also be used here.

[0026] The present invention also relates to an assistance system for a motor vehicle, configured to provide a curb function, wherein the assistance system includes at least one detection device configured to detect curb driving of the motor vehicle on a road curb according to at least one predetermined first criterion and to detect a specific steering behavior of the motor vehicle driver according to a second criterion. The assistance system includes a control device configured to trigger execution of the curb function, according to which an automatic driving intervention is implemented, at least under a first condition (detection of curb driving of the motor vehicle according to at least one predetermined first criterion by the at least one detection device) and a second condition (detection of a specific steering behavior of the motor vehicle driver according to the second criterion). The control device is configured to output a control signal that influences execution of the curb function, at least under a third condition, namely, detection of an obstacle ahead of the motor vehicle in the direction of travel according to a predetermined third criterion by the at least one detection device.

[0027] The advantages mentioned for the method according to the present invention and its technical solution apply in the same manner to the assistance system according to the present invention. The present invention also includes improvements to the assistance system according to the present invention, which have the features already described in conjunction with the improvements to the method according to the present invention. For this reason, the corresponding improvements to the assistance system according to the present invention will not be described here.

[0028] Furthermore, the present invention comprises a motor vehicle having such an assistance system, in particular according to the development of one or more of the various assistance systems described in conjunction with the method according to the invention and its exemplary embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The embodiments of the present invention are described below. In the accompanying drawings:

[0030] Figure 1 A schematic top view of a motor vehicle having an assistance system for providing a road shoulder function according to an embodiment of the present invention is shown;

[0031] Figure 2 A schematic diagram shows a motor vehicle having an assistance system for providing a road shoulder function and its connection to a collision avoidance system of a motor vehicle according to another embodiment of the present invention;

[0032] Figure 3 A schematic diagram shows a motor vehicle having an assistance system for providing a road shoulder function and its connection to a computer-assisted environment model according to another exemplary embodiment of the present invention; and

[0033] Figure 4 A flow chart illustrating a method for operating an assistance system for providing a road shoulder function according to another exemplary embodiment of the present invention is shown. DETAILED DESCRIPTION

[0034] The exemplary embodiments described below are preferred exemplary embodiments of the present invention. In the exemplary embodiments, the components described represent features of the present invention that can be considered independently of one another, each of which also independently expands the present invention and can therefore also be considered as components of the present invention, either individually or in combinations other than those shown. Furthermore, the described exemplary embodiments may be supplemented by other features of the present invention that have already been described.

[0035] In the figures, functionally identical elements are provided with the same reference numerals.

[0036] Figure 1A schematic top view of a motor vehicle 10 with an assistance system 12 for providing a roadside shoulder function according to an embodiment of the present invention is shown. The motor vehicle 10, and in particular the assistance system 12, has a detection device 14, which may include one or more sensors. In the following example, the detection device 14 includes, on the one hand, an environmental sensor 16, which in this example is designed as a camera 18 and a radar 20. Additional or alternative environmental sensors may also be, for example, lasers, such as lidar sensors, or ultrasonic sensors. Furthermore, as will be described below, the motor vehicle 10 may also include other assistance systems that may also utilize the detection device 14, in particular the environmental sensor 16. In other words, the assistance system 12 for providing a roadside shoulder function may share the described environmental sensor system 16 with other assistance systems. Furthermore, the motor vehicle 10 in this example has four wheels 22, 24. Two of the wheels 22 are located to the right of the vehicle's longitudinal axis L, particularly when viewed in the direction of travel of the motor vehicle 10 when the vehicle is traveling forward, while the other two wheels 24 are located to the left of the vehicle's longitudinal axis L. Each of these wheels 22 is also assigned a wheel speed sensor 26 and an actuator 28 for applying a braking force or brake pressure to the associated wheel 22.

[0037] The assistance system also includes a control device 30. This control device 30 is designed to perform a road shoulder function and, to this end, execute an automatic driving intervention. This driving intervention consists of braking the wheels 22 of the vehicle 10 that are in proximity to a road shoulder 32 upon detecting road shoulder driving of the vehicle 10 and upon detecting a specific steering action by the driver. To detect such steering actions, particularly abrupt steering reactions by the driver, the assistance system 12 also includes a steering angle sensor 34, which is designed to detect the steering angle and / or the steering gradient or a higher temporal derivative of the steering angle. To detect road shoulder driving, i.e., detecting that the wheels 22 of the vehicle 10 are driving on the road shoulder 32, the temporal curve of the sensor data provided by the respective wheel speed sensors 26 of the respective wheels 22, 24 is preferably evaluated. Sensor data from the surroundings sensor 16 is also evaluated. In particular, the control device 30 is designed to use the surroundings sensor 16 and chassis sensors, particularly the wheel speed sensors 26, to detect the presence of a road shoulder. For example, forward-facing camera 18 can detect deviation, i.e., lateral misalignment relative to lane markings 36 or lane edge 38, and infer, for example, whether right wheel 22 is traveling on road shoulder 32, i.e., on loose ground next to lane 40. The roughness of the ground can be inferred from the time curve of wheel speed sensor 26: if, for example, the time curve of left wheel 24 is smooth while that of right wheel 22 is not, right wheel 22 is traveling on the road shoulder. If, based on the detection of steering angle sensor 34, the driver's abrupt steering reaction to leave road shoulder 32 is simultaneously observed, the road shoulder function implemented by assistance system 12 triggers wheel-selective braking (by controlling associated actuators 28) on wheels 22 traveling on road shoulder 32. This prevents vehicle 10 from oversteering and potentially skidding.

[0038] In conventional systems for implementing the curb function, false triggering can occur. This means that even though vehicle 10 is traveling on lane 40 with all wheels 22, 24, the curb function is mistakenly triggered. This can be annoying or confusing for the driver and therefore undesirable. It can also be potentially dangerous if the vehicle leaves its lane. The curb function can be falsely triggered if the surroundings sensors 16 and chassis sensors 26 falsely detect curb travel and the driver simultaneously makes a strong steering motion, for example to avoid an obstacle 42. Specifically, vehicle 10 may be traveling on lane 40 with a rough surface, such as cobblestones or a farmland path. Evaluation of the signals from wheel speed sensors 26 may indicate curb travel. Simultaneously, the forward-facing camera 18 may falsely report crossing lane edge 38 because it confuses the wheel path with lane edge 38, for example, due to shadows or rain. The driver must then avoid obstacles 42, such as bicycles, pedestrians, or vehicles. In conventional systems, this can lead to false triggering of the curb function.

[0039] The present invention and its embodiments advantageously avoid such false triggering or at least reduce its frequency. This can be achieved, for example, by linking the road shoulder function to an extended environment detection system for detecting obstacles 42 in lane 40 to prevent false triggering of the road shoulder function. In this case, not only the camera 18 for detecting lane edge 38 but also, in some cases, other sensors for detecting obstacles 42 in lane 40, as already described, serve as environment sensor 16. The present invention is based on the knowledge that if the driver makes a sharp turn and the extended environment detection system 16 simultaneously detects an obstacle 42 in front of vehicle 10, particularly in the same lane 44 as vehicle 10, the road shoulder function is switched to passive mode by control device 30 or, if it has already intervened, is deactivated. This is because, in this case, the driver's abrupt steering motion is clearly not intended to leave road shoulder 32, but rather to avoid a collision with a detected obstacle 42 in lane 40 directly in front of vehicle 10. In this way, any false triggering of the road shoulder function caused by the driver's abrupt steering motion to avoid a collision is avoided. In the present example, such an obstacle 42, which is located in the same traffic lane 44 as the motor vehicle 10 and in particular at a very short time interval from the vehicle 10, can be detected by the surroundings sensor 16, for example by means of a camera 18 and / or another sensor, such as a radar 20. The recognition of this existing obstacle 42 can be performed by the control device 30. If such an obstacle 42 is detected based on the sensor data of the surroundings sensor 16 according to the mentioned criteria, it suppresses the execution of the road shoulder function or interrupts it if it is already being executed. However, the detection of this obstacle 42 can also be taken over by other assistance systems of the motor vehicle 10, if such assistance systems are already present in the motor vehicle 10. This makes it possible to use the existing resources particularly efficiently. Reference will now be made to Figure 2 and Figure 3 Describe this.

[0040] Figure 2 The schematic diagram of a motor vehicle 10 is again shown, which includes an assistance system 12 for providing a roadside shoulder function and also includes a further assistance system, namely a collision avoidance system 46. In the simplest case, one or more forward-facing sensors, such as a camera 18, a radar 20, a laser, or an ultrasonic sensor, are used to detect an obstacle 42 on the roadway 40. Their signals can also advantageously be combined to ensure the highest possible reliability and completeness in obstacle detection 42.

[0041] Ideally, the roadside function, i.e. the assistance system 12, does not have to itself combine sensor data and evaluate them for an impending collision, but rather signals from a collision avoidance system 46 present in the vehicle can be used. This collision avoidance system 46 can be designed to combine data from one or more environmental sensors 16 and evaluate them with respect to the risk of collision with a front obstacle 42. As mentioned above, such an obstacle can be another road user, such as a cyclist, a pedestrian, another vehicle, etc. Objects or animals can also represent such obstacles. In the simplest case, for example, a radar 20 is used to detect an obstacle 42, such as Figure 2 As shown. The sensor data provided by radar 20 and the sensor data provided by camera 18 are evaluated by collision avoidance system 46. Based on this, collision avoidance system 46 can firstly detect an obstacle 42 ahead and, based on camera data 18, additionally classify whether such an obstacle 42 is in the same lane 44 as motor vehicle 10. Collision avoidance system 46 can also use data from another assistance system (not explicitly shown), namely a lane departure warning system, which also operates on a camera basis, for obstacle recognition, in particular for detecting lane 40 or lane edge marking 36 or lane edge 38. The data provided by radar 20 can also be used by other assistance systems, such as ACC (Adaptive Cruise Control).

[0042] If the collision warning system detects an obstacle, it can transmit this to the first assistance system 12 for providing a road shoulder function, which prevents or interrupts the execution of the road shoulder function.

[0043] If a collision is imminent, the collision avoidance system 46 can initially output a warning to the driver in two levels, prior to triggering emergency braking as the third level. In the first level, a visual and / or acoustic warning can be issued through a combination of a display on the central instrument panel and a warning tone. If the driver does not react, a haptic warning can be automatically issued in the second level by vibrating the brakes of the vehicle 10. If the driver also does not react, the collision avoidance system 46 initiates emergency braking at least until the time until the collision has fallen below a critical limit. To trigger the warning level and emergency braking, the collision avoidance system 46 sends a signal to other components in the vehicle 10 via the vehicle data bus. The first assistance system 12 is also connected to the vehicle data bus so that it also receives information about the detected obstacle 42. Based on this, the road shoulder function can advantageously prevent or disable its activation. This interruption or modification of the activation of the road shoulder function can be performed only at the third warning level, the second warning level, or starting from the first warning level of the collision avoidance system 46. In this way, the road shoulder function can be significantly improved with regard to possible erroneous triggering, and this improvement can also be carried out in a particularly effective manner, since other assistance systems already present in the motor vehicle 10 can be effectively used for this purpose.

[0044] In the most complex situations, the road shoulder function can explain with the help of a computer-aided environmental model why the driver performed an abrupt steering reaction. Figure 3This is explained below. Such an environment model is denoted here by 48. Computer-aided environment models 48 will be used in the future, for example, for highly automated driving functions. They are fed, among other things, by signals from a large number of environment sensors 16a, 16b, 16c, 16d, which are used in addition to the existing front camera. Furthermore, a digital road map 50, GPS position data 52 provided by the GPS receiver of the vehicle 10, and information from communications with devices external to the vehicle are used to create this environment model 48. These external devices also represent infrastructure components, internet servers, or other vehicles. Accordingly, these are generally referred to as vehicle-to-X communications, and specifically as vehicle-to-infrastructure communications 54, vehicle-to-server communications 56, and vehicle-to-vehicle communications 58. In other words, the environment model 48 can be created based on information available from other vehicles, infrastructure components external to the vehicle, or internet servers. Such an environment model 48 includes relevant information regarding lane 40, lane 44, the current position of own vehicle 10 in lane 40, the positions of other vehicles in lane 40, the positions of obstacles 42 in lane 40 and at lane edges 38, the positions of crash barriers and traffic signs, information about hazardous areas, and the like. For example, if obstacle 42 is identified based on environment model 48 and is located in path 44 or lane 44 of motor vehicle 10, the driver is likely to swerve sharply as a result of an evasive action. Consequently, the roadside shoulder function is switched to passive by assistance system 12, particularly by control device 30. However, if the obstacle is adjacent to lane 40, the driver will not swerve sharply in front of the obstacle as a result of an evasive action. The roadside shoulder function continues to operate accordingly.

[0045] Figure 4A flowchart illustrating a method for providing a curb function according to another embodiment of the present invention is shown. The method begins in step S12, where a check is performed to determine whether curb driving of vehicle 10 has been detected based on a first criterion. If this is not the case, the method restarts from the beginning until, in step S12, curb driving of vehicle 10 is finally detected. This does not necessarily have to be actual curb driving. In some cases, this detection may be based on a false detection of curb driving. Furthermore, a check is performed in step S14 to determine whether a specific steering behavior, particularly a strong steering reaction back into the lane, has been detected. If this is not the case, the method here also restarts from the beginning of step S12. If this specific steering behavior by the driver is also detected in S14, the process proceeds to step S16, where a check is performed to determine whether an obstacle in front of the vehicle, located in the same lane as vehicle 10, has been detected. If this is the case, execution of the curb function is interrupted in step S18 or not triggered at all, and the method ends. Conversely, if no such obstacle is detected in step S16, the process proceeds to step S20 and the curb function is triggered. In particular, wheel-selective braking intervention is performed in this step. After this, i.e. after the road shoulder function has been triggered in step S20, it can be checked again in step S22 whether an obstacle is now detected in the same lane of the motor vehicle 10. If this is now the case, the execution of the road shoulder function can be interrupted again in step S18. Otherwise, it proceeds to step S24 and checks whether another termination criterion for terminating the road shoulder function has been met. For example, this can be due to the fact that the motor vehicle 10 has left the road shoulder 32 and / or no strong steering action by the driver has been recorded, etc. Such a termination criterion can also be a time criterion, for example it can be stipulated that the braking intervention is only carried out within a predetermined time period. If this time period has expired or if another termination criterion has been met, the process switches to step S18, in which the execution of the road shoulder function is terminated. If the termination criterion is not met, the road shoulder function is further executed and the process returns to step S20. This sequence is repeated until an object is detected directly in front of the motor vehicle in step S22 or the termination criterion for terminating the road shoulder function is met.

[0046] Overall, these examples demonstrate how the present invention can provide a device and method for avoiding erroneous triggering of the road shoulder function. By combining the road shoulder function with extended environmental detection, it is possible to identify when a driver performs an abrupt steering reaction for reasons other than wanting to leave the road shoulder, i.e., to avoid a collision with an obstacle directly ahead. This makes it possible to avoid driving interventions that disrupt or confuse the driver and eliminate the potential dangers caused by them.

[0047] Reference Signs List

[0048] 10 Motor Vehicles

[0049] 12 Auxiliary Systems

[0050] 14 Detection device

[0051] 16 Environmental Sensors

[0052] 16a Environmental Sensor

[0053] 16b environmental sensor

[0054] 16c Environmental Sensor

[0055] 16d Environmental Sensor

[0056] 18 Camera

[0057] 20 Radar

[0058] 22 wheels

[0059] 24 wheels

[0060] 26 Wheel speed sensor

[0061] 28 actuators

[0062] 30 Control device

[0063] 32 shoulder

[0064] 34 Steering angle sensor

[0065] 36 lane markings

[0066] 38 Road Edge

[0067] 40 lanes

[0068] 42 obstacles

[0069] 44 lanes

[0070] 46 Collision Avoidance System

[0071] 48 Environmental Model

[0072] 50 Road Map

[0073] 52 GPS location data

[0074] 54 Vehicle-to-Infrastructure Communication

[0075] 56 Car-to-Server Communication

[0076] 58 Vehicle-to-Vehicle Communication

[0077] L Longitudinal axis of the vehicle

[0078] S10 Step

[0079] S12 Step

[0080] S14 Step

[0081] S16 Step

[0082] S18 Step

[0083] S20 Steps

[0084] S22 Step

[0085] S24 Step

Claims

1. A method for operating a first assistance system for a motor vehicle (10) for providing a road shoulder function, wherein the road shoulder function is implemented under at least a first condition and a second condition, the first condition being that the motor vehicle (10) is detected on a road shoulder (32) by means of at least one detection device (14) according to at least one predetermined first criterion, and the second condition being that a specific steering behavior of the driver of the motor vehicle (10) is detected according to a second criterion, and an automatic driving intervention is implemented according to the road shoulder function, characterized in that A control signal influencing the execution of the road shoulder function is output at least under a third condition, the third condition being that an obstacle located ahead of the motor vehicle (10) in the direction of travel is detected by means of the at least one detection device (14) according to a predetermined third criterion.

2. The method according to claim 1, characterized in that The control signal that influences the execution of the road shoulder function influences the execution in such a way that the execution is prevented or suspended or the automated driving intervention is carried out with a predefined reduced intensity.

3. The method according to claim 1, characterized in that The automated driving intervention takes place in the form of automatic wheel-selective braking, wherein the wheels (22, 24) of the motor vehicle (10) that are adjacent to the road shoulder (32) are acted upon with a specific braking force.

4. The method according to claim 1, characterized in that The predetermined first criterion for detecting shoulder driving comprises: sensor data provided by wheel speed sensors (26) of the individual wheels (22, 24) of the motor vehicle (10) have a characteristic time curve, i.e. the time curve of the sensor data of at least one wheel (22, 24) on a first side of the motor vehicle (10) relative to the vehicle longitudinal axis (L) varies more strongly than the time curve of at least one wheel (24, 22) on a second side of the motor vehicle (10) opposite the first side relative to the vehicle longitudinal axis (L), and / or wherein the predetermined first criterion for detecting shoulder driving comprises: at least one detection device (14) detecting a predetermined relative position of the motor vehicle (10) relative to a lane marking (36) and / or a lane boundary (38), and / or the predetermined second criterion for detecting a specific steering behavior of the driver of the motor vehicle (10) comprises: a detected steering angle and / or a steering angle gradient greater than a predetermined limit value.

5. The method according to claim 1, characterized in that The predetermined third criterion includes that the obstacle located in front of the motor vehicle (10) in the direction of travel is in the same lane (44) as the motor vehicle (10).

6. The method according to claim 1, characterized in that The predetermined third criterion includes the fact that the determined predicted time until the collision with the obstacle is below a predefinable value.

7. The method according to claim 1, characterized in that The motor vehicle (10) has a second assistance system that is different from the first assistance system. The second assistance system is a collision avoidance system that is designed to detect an obstacle located in front of the motor vehicle (10) based on a predetermined third criterion. If the collision avoidance system detects an obstacle, a control signal that affects the execution of the road shoulder function is output.

8. The method according to claim 7, characterized in that The collision avoidance system has different warning levels depending on the determined predicted time until collision, wherein, as soon as one of the various warning levels is activated by the collision avoidance system, a control signal is output that influences the execution of the road shoulder function.

9. The method according to claim 8, characterized in that The motor vehicle (10) has a third assistance system which creates a computer-aided environment model based on sensor data provided by at least one detection device (14), based on position data (52) of the motor vehicle (10), based on a stored digital road map (50), and based on at least one piece of information provided by vehicle-to-X communication (54, 56, 58), wherein obstacles are detected based on the computer-aided environment model according to a third criterion.

10. An assistance system for a motor vehicle (10) for providing a road shoulder function, wherein the assistance system comprises at least one detection device (14), which is designed to detect road shoulder driving of the motor vehicle (10) on a road shoulder (32) according to at least one predetermined first criterion and to detect a specific steering behavior of the driver of the motor vehicle (10) according to a second criterion, wherein: The assistance system has a control device (30) which is designed to trigger the execution of a road shoulder function under at least a first condition and a second condition, the first condition being that a motor vehicle (10) is detected driving on a road shoulder according to at least one predetermined first standard by means of at least one detection device (14), and the second condition being that a specific steering behavior of the driver of the motor vehicle (10) is detected according to a second standard, and automatic driving intervention is performed according to the road shoulder function, characterized in that the control device (30) is designed to output a control signal that affects the execution of the road shoulder function under at least a third condition, the third condition being that an obstacle located in front of the motor vehicle (10) in the driving direction is detected according to a preset third standard by means of at least one detection device (14).

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