Switching of configuration of active safety systems of automated motor vehicles

Abstract

One aspect of the application relates to a control device for switching between a respective first configuration and a respective second configuration of at least one active safety system of an automated motor vehicle, wherein the control device is configured to recognize a change in the operating mode of the motor vehicle from at least a highly automated operating mode to a highest partially automated operating mode and to switch the at least one active safety system from the first configuration to the second configuration upon recognition of the change.

Description

Technical Field

[0001] This invention relates to a control device and method for switching the configuration of active safety systems in automated motor vehicles. Background Technology

[0002] Within the scope of this document, the term "autonomous driving" can be understood as driving with automatic longitudinal or lateral guidance, or autonomous driving with both automatic longitudinal and lateral guidance. The term "autonomous driving" includes autonomous driving with any degree of automation. Exemplary levels of automation are driver assistance, partial automation, high automation, or full automation. These levels of automation are defined by the Federal Highway Research Institute (BASt) (see BASt publication "Research Report," version 11 / 2012). In driver assistance, the driver continuously performs longitudinal or lateral guidance, while the system takes over other functions within certain limits. In partial automation (TAF), the system takes over longitudinal and lateral guidance for a period of time and / or under specific circumstances, where the driver must continuously monitor the system as in driver assistance. In high automation (HAF), the system takes over longitudinal and lateral guidance for a period of time without requiring continuous driver monitoring; however, the driver must be able to take over vehicle guidance for a certain period. In full automation (VAF), the system can automatically manage driving in all situations for a specific application scenario where a driver is no longer required. The four levels of automation defined by BASt correspond to SAE Levels 1 through 4 in the SAE J3016 standard (SAE - Society of Automotive Engineers). For example, Highly Automated Driving (HAF) according to BASt is equivalent to Level 3 in the SAE J3016 standard. Furthermore, SAE J3016 specifies SAE Level 5 as the highest level of automation, which is not included in the BASt definition. SAE Level 5 is equivalent to driverless driving, where the system can automatically handle all situations like a human driver throughout the entire driving process; generally, a driver is no longer needed. Summary of the Invention

[0003] The purpose of this invention is to prevent dangers arising from switching from an automated operating mode where the driver does not need to continuously monitor the system to an operating mode where the driver must continuously monitor the system or even perform longitudinal and / or lateral guidance himself.

[0004] This objective is achieved through the features of the independent claim. Advantageous embodiments are described in the dependent claims. It should be noted that additional features of a claim dependent on an independent claim, even without the features of the independent claim or only in combination with a subset of the features of the independent claim, can constitute a separate invention independent of all combinations of features of the independent claim, which can be the subject of the independent claim, divisional application, or subsequent application. This also applies to the technical theories described in the specification, which can form an invention independent of the features of the independent claim.

[0005] A first aspect of the invention relates to a control device for switching between a corresponding first configuration and a corresponding second configuration of at least one active safety system of an automated motor vehicle.

[0006] Here, active safety systems are (sub)systems of automated motor vehicles designed to prevent accidents. According to the definition and nomenclature of BASt, they relate to "driver-only" or Level 0 systems. Thus, despite the presence of active safety systems, the driver of the motor vehicle continuously performs longitudinal and lateral guidance. Active safety systems only intervene to guide longitudinally and / or laterally when the driver's control of the motor vehicle could lead to an accident.

[0007] Active safety systems, particularly speed safety systems that limit the speed of motor vehicles, braking safety systems that automatically apply the brakes, warning safety systems that promptly warn drivers of potential accidents or lane departures, and lane keeping safety systems that automatically prevent crossing of transverse lane dividers.

[0008] For better readability, the following explanation of active safety systems will primarily use the braking safety system as an example. However, any other active safety system, particularly lane-keeping safety systems, can be used as an alternative to the braking safety system.

[0009] Active safety systems can also include multiple functions mentioned above, and these functions can be triggered in a cascading manner. For example, a braking safety system can warn the driver of an impending rear-end collision via audible and / or visual messages before automatic braking actually occurs. Alternatively, active safety systems can trigger multiple identical responses in cascading order of varying intensities. For instance, a braking safety system can alert the driver of a potential rear-end collision with a brief, weak braking impact before high-intensity emergency braking (i.e., high deceleration) occurs.

[0010] Here, at least two configurations are assigned to each active safety system, which in particular include trigger parameters for at least one response of the corresponding active safety system. These configurations, for example, predetermine under which parameters the response should occur and at what intensity.

[0011] The braking safety system is configured, for example, to preset thresholds for the time remaining until a collision and to correlate these thresholds with a response. Thus, a warning can be issued to the driver of the vehicle when a first threshold is reached, and braking can be triggered when a second threshold is reached.

[0012] The control device is configured to recognize when a motor vehicle’s operating mode changes from at least a highly automated operating mode to a maximum partially automated operating mode, which is defined by SAE as a change from a motor vehicle’s operating mode of level 3 or higher to level 2 or lower.

[0013] Therefore, the control device is specifically associated with the driving system of an automated motor vehicle operating in automatic mode. The control device can receive information from this driving system regarding changes in operating mode.

[0014] In addition, the control device is configured to switch at least one active safety system from a first configuration to a second configuration if a change is detected.

[0015] Therefore, the control device is particularly associated with at least one active safety system, and the active safety system can be controlled or its configuration can be changed through this association.

[0016] The second configuration is, for example, stored in at least one active safety system and activated by a control device. Alternatively, the second configuration is stored in the control device, and the control device rewrites the existing configuration in at least one active safety system.

[0017] In an advantageous embodiment of the invention, the control device is configured to identify a change in the operating mode of the automated motor vehicle from a highly automated operating mode to a non-automated operating mode, and to switch at least one active safety system from a first configuration to a second configuration when the change is identified.

[0018] According to the SAE definition, in this advantageous embodiment, the control device is configured to recognize a change in the operating mode of the automated vehicle from Level 3 to Level 0. Here, the invention is based on the understanding that a change in operating mode from Level 3 to Level 0 presents a particular potential hazard because, in this case, the automated vehicle switches from an automatic operating mode where the driver does not need to continuously monitor the system to an operating mode without any assistance under longitudinal and / or lateral guidance.

[0019] In another advantageous embodiment of the invention, the timing of triggering the reaction of at least one active safety system in the second configuration is earlier than the timing of triggering the reaction of at least one active safety system in the first configuration.

[0020] Here, the present invention is based on the understanding that when the operating mode of a motor vehicle is changed from at least a highly automated operating mode to a maximum partially automated operating mode, the driver's reaction time may increase, thereby allowing the driver to be allocated to react to the active safety system earlier to prevent accidents from occurring.

[0021] In another advantageous embodiment of the invention, the reaction of at least one active safety system triggered in the second configuration is earlier and less intense than the reaction of at least one active safety system triggered in the first configuration.

[0022] Here, the present invention is based on the understanding that after a vehicle's operating mode is changed from at least a highly automated operating mode to a maximum partially automated operating mode, the original reaction intensity may not be suitable. For example, if the braking response intensity is designed for emergency braking with high deceleration, then after the vehicle's operating mode is changed from at least a highly automated operating mode to a maximum partially automated operating mode, low deceleration braking, for example, may be sufficient to alert the driver to danger.

[0023] In another advantageous embodiment of the invention, at least one active safety system is configured to trigger at least two different responses depending on the configuration of the respective active safety system, and at least one of these responses has a triggering time and / or intensity in the second configuration that differs from the triggering time and / or intensity of at least one response in the first configuration.

[0024] In particular, the number of times at least one active safety system reacts can differ between the first and second configurations. Thus, for example, a strong, delayed emergency braking can be replaced by an earlier visual warning signal, followed by mild braking and then strong, delayed emergency braking.

[0025] In another advantageous embodiment of the invention, the control device is configured to: determine a time point after at least one active safety system switches from a first configuration to a second configuration, and switch at least one active safety system from the second configuration to the first configuration based on that time point.

[0026] The control device is specifically configured to switch at least one active safety system from the second configuration to the first configuration at the earliest possible time, for example, at that point in time.

[0027] Here, the present invention is based on the understanding that after at least one active safety system switches from a first configuration to a second configuration, and thus after the operating mode of the automated vehicle changes from an operating mode of at least highly automated mode to an operating mode of maximum partially automated mode, the driver's attention reaches a sufficient level again from a certain point in time, and from that point in time, the change in the active safety system response by switching the configuration of the active safety system may be perceived by the driver as an interference.

[0028] In another advantageous embodiment of the invention, the control device is configured to determine the influencing parameters and to obtain the time points based on the influencing parameters.

[0029] The influencing parameters are, in particular, parameters used to characterize the driver's attention. In this case, the control device is configured, for example, to determine the time point in such a way that the time point determined for a first influencing parameter, even if the driver's attention is lower than that characterized by the second influencing parameter, is later than the time point determined for the second influencing parameter. A parameter used to characterize the driver's attention is, for example, the driver's gaze direction.

[0030] The influencing parameters are, in particular, parameters characterizing the complexity of the motor vehicle's environment. In this case, the control device is configured, for example, to determine the time point in such a way that, in the case of a first influencing parameter where the environmental complexity is lower than that characterized by the second influencing parameter, the time point determined is later than the time point determined for the second influencing parameter. Parameters characterizing the complexity of the motor vehicle's environment include, for example, the traffic density around the motor vehicle, the relative speed between the motor vehicle and another road user, or the distance between the motor vehicle and the lane or road edge.

[0031] The influencing parameters are, in particular, parameters characterizing the speed of the vehicle. In this case, the control device is configured, for example, to calculate the time in such a way that the time point calculated for the first influencing parameter, which is lower than the speed of the vehicle characterized by the second influencing parameter, is earlier than the time point calculated for the second influencing parameter.

[0032] The influencing parameters are particularly those characterizing the distance or driving time to the point of interest. In this case, the control device is configured, for example, to determine the time point so that it exists only after the vehicle has arrived at the point of interest. Here, the invention is based on the understanding that some points of interest require increased driver attention, such as intersections or accident-prone locations. In this case, it is advantageous to select the earliest time point at which at least one active safety system switches from a second configuration to a first configuration such that the time point exists only after the vehicle has arrived at the point of interest.

[0033] In another advantageous embodiment, the control device is configured to determine influencing parameters and, upon recognizing a change in the operating mode of the automated vehicle, modify a second configuration of at least one active safety system based on the influencing parameters.

[0034] Here, the influencing parameter is specifically one of the aforementioned influencing parameters.

[0035] As an alternative or addition to the above advantageous embodiments, the control device is specifically configured to, upon recognizing a change in the operating mode of the automated motor vehicle, change the second configuration of at least one active safety system according to the influencing parameters to produce different numbers of responses, different response triggering times, and / or different response intensities of the active safety system.

[0036] For example, if the reaction is triggered earlier, the intensity of the reaction can be reduced, thus reducing the stress on the driver, but the earlier timing still gives the driver enough time to act.

[0037] As an alternative or additional measure, if the influencing parameters indicate that the driver is not paying attention, then, for example, the reaction intensity can be increased and / or the reaction can be triggered earlier.

[0038] The modification of the second configuration of at least one active safety system based on the impact parameters can be made, for example, by changing the individual parameters of the configuration. Alternatively, multiple second configurations can exist, and then a second configuration can be selected from them based on the impact parameters.

[0039] In another advantageous embodiment, the automated vehicle includes at least two active safety systems, and the control device is configured to switch at least a proper subset of the at least two active safety systems from a first configuration to a second configuration when a change in the operating mode of the automated vehicle is detected.

[0040] Here, a proper subset of at least two active safety systems is a part of at least two active safety systems, and is not equal to the total number of at least two active safety systems.

[0041] Here, the switching from the first configuration to the second configuration of at least two proper subsets of active safety systems can also be performed independently for each active safety system in the subset. For example, the configuration or timing for switching back to the first configuration can be adjusted according to the advantageous implementation described above.

[0042] In another advantageous embodiment, the control device is configured to obtain parameters characterizing the driving readiness of the driver of the automated motor vehicle, and upon recognizing a change in the operating mode of the automated motor vehicle, to modify a second configuration of at least one active safety system based on the parameters characterizing the driver's driving readiness.

[0043] Parameters used to characterize the driving readiness of drivers of automated motor vehicles, particularly in terms of longitudinal and / or lateral guidance of automated motor vehicles.

[0044] For example, parameters used to characterize the operation of a motor vehicle driver's brake pedal or accelerator pedal characterize driving readiness in terms of longitudinal guidance.

[0045] In another advantageous embodiment of the invention, the control device is configured to identify when the operating mode of the automated motor vehicle changes from an operating mode of at least high automation to an auxiliary operating mode, in which longitudinal or lateral guidance of the motor vehicle continues to be performed automatically, and when the change is identified, to switch at least one active safety system from a first configuration to a second configuration for longitudinal or lateral guidance that is no longer performed automatically.

[0046] The control device is specifically configured to identify when the operating mode of the automated motor vehicle changes from an operating mode of at least high automation to an auxiliary operating mode, in which longitudinal guidance of the motor vehicle continues to be performed automatically, and when the change is identified, to switch at least one active safety system from a first configuration to a second configuration for lateral guidance that is no longer performed automatically.

[0047] Alternatively, the control device is specifically configured to identify when the operating mode of the automated vehicle changes from an operating mode of at least high automation to an assisted operating mode, in which lateral guidance of the vehicle continues automatically, and when the change is identified, to switch at least one active safety system from a first configuration to a second configuration for longitudinal guidance that is no longer performed automatically.

[0048] A second aspect of the invention relates to a method for switching between a corresponding first configuration and a corresponding second configuration of at least one active safety system of an automated motor vehicle.

[0049] One step of the method is to identify when the operating mode of the motor vehicle changes from at least a highly automated operating mode to a highly partially automated operating mode.

[0050] Another step of the method is to switch at least one active security system from the first configuration to the second configuration when a change is identified.

[0051] The above-described embodiments of the apparatus according to the first aspect of the invention are also correspondingly applicable to the method according to the second aspect of the invention. Advantageous embodiments of the method according to the invention not explicitly stated herein or in the claims correspond to advantageous embodiments of the apparatus according to the invention described above or in the claims. Attached Figure Description

[0052] The present invention will now be described with reference to the accompanying drawings and embodiments. Wherein:

[0053] Figure 1 An embodiment of the response of an active safety system is shown.

[0054] Figure 2 Another embodiment of the active safety system's response is shown, and

[0055] Figure 3 An example of switching the configuration of the active safety system is shown. Detailed Implementation

[0056] Figure 1 An embodiment of the response of an automated motor vehicle active safety system is shown, wherein the active safety system is coupled to a control device according to the invention for switching between a corresponding first configuration k1 and a corresponding second configuration k2 of the active safety system.

[0057] The control device is configured to identify changes in the operating mode of the automated motor vehicle from at least a highly automated operating mode to a maximum partially automated operating mode, and to switch at least one active safety system from a first configuration k1 to a second configuration k2 when the change is identified.

[0058] Here, the time point t0 at which the reaction R' of at least one active safety system is triggered in the second configuration k2 is earlier than the time point t1 at which the reaction R of at least one active safety system is triggered in the first configuration k1.

[0059] Furthermore, the intensity i0 of the reaction R' that triggers at least one active safety system in the second configuration k2 is lower than the intensity i1 of the reaction R that triggers at least one active safety system in the first configuration k1.

[0060] Furthermore, at least one active safety system is configured to trigger at least two different reactions R, R2 depending on the configuration k of the respective active safety system, and wherein at least one of these reactions, the triggering time point t0 and / or intensity i0 of the reaction R' in the second configuration k2 is different from the triggering time point t1 and / or intensity i1 of at least one reaction R in the first configuration k.

[0061] In this case, the reaction R according to the first configuration k1 is triggered earlier and has a lower intensity i0 than the reaction R' according to the second configuration k2, and additionally another reaction R2 is triggered at a later time.

[0062] Such a change is, for example, due to the control device being configured to determine the influencing parameters and, upon recognizing a change in the operating mode of the automated vehicle, to modify the second configuration k2 of at least one active safety system based on the influencing parameters.

[0063] Figure 2 Another embodiment of the response of an automated motor vehicle active safety system is shown, wherein the active safety system is coupled to a control device according to the invention for switching between a corresponding first configuration k1 and a corresponding second configuration k2 of the active safety system.

[0064] Here, the control device is configured to identify when the operating mode of the automated motor vehicle changes from an operating mode of at least high automation to an operating mode of maximum partial automation, particularly from a highly automated operating mode to an operating mode without automation, and to switch at least one active safety system from a first configuration k1 to a second configuration k2 when the change is identified.

[0065] Here, the intensity i1' of the reaction R that triggers at least one active safety system in the second configuration k2 is higher than the intensity i1 of the reaction R that triggers at least one active safety system in the first configuration k1.

[0066] Figure 3 An example of switching the configuration of the active safety system is shown.

[0067] The control device according to the invention is used to switch between a corresponding first configuration k1 and a corresponding second configuration k2 of at least one active safety system of an automated motor vehicle, and is configured to identify that the operating mode of the automated motor vehicle changes from at least a highly automated operating mode to a maximum partially automated operating mode at time point t3, and switch at least one active safety system from the first configuration k1 to the second configuration k2 when the change is identified.

[0068] Furthermore, the control device is configured to determine time point t4 after at least one active safety system switches from the first configuration k1 to the second configuration k2, and switch at least one active safety system from the second configuration k2 to the first configuration k1 based on that time point, for example, at that time point.

Claims

1. Control device for switching between a respective first configuration (kl) and a respective second configuration (k2) of at least one active safety system of an automated motor vehicle, wherein the control device is configured to: • recognize a change of an operating mode of the automated motor vehicle from at least a highly automated operating mode to a highest partially automated operating mode, • switch the at least one active safety system from the first configuration (kl) to the second configuration (k2) upon recognition of the change, wherein a point in time (to) at which a reaction (R') of the at least one active safety system is triggered in the second configuration (k2) is earlier than a point in time (tl) at which a reaction (R) of the at least one active safety system is triggered in the first configuration (kl), wherein an intensity (io) at which the reaction (R') of the at least one active safety system is triggered in the second configuration (k2) is lower than an intensity (il) at which the reaction (R) of the at least one active safety system is triggered in the first configuration (kl).

2. Control device according to claim 1, wherein the control device is configured to: • recognize a change of an operating mode of the automated motor vehicle from a highly automated operating mode to a non-automated operating mode, and • switch the at least one active safety system from the first configuration (kl) to the second configuration (k2) upon recognition of the change.

3. Control device according to claim 1 or 2, wherein the at least one active safety system is configured to trigger at least two different reactions (R, R2) depending on a respective configuration (k) of the active safety system, and wherein at least one of the reactions (R') in the second configuration (k2) differs from at least one reaction (R) in the first configuration (k) in a point in time (to) and / or an intensity (io) of triggering.

4. Control device according to claim 1 or 2, wherein the control device is configured to: • determine a point in time after the at least one active safety system has been switched from the first configuration (kl) to the second configuration (k2), and • switch the at least one active safety system from the second configuration (k2) to the first configuration (kl) depending on the point in time.

5. Control device according to claim 1 or 2, wherein the control device is configured to: • determine an influencing parameter, and • determine the point in time depending on the influencing parameter.

6. Control device according to claim 1 or 2, wherein the control device is configured to: • determine an influencing parameter, and • change the second configuration (k2) of the at least one active safety system depending on the influencing parameter upon recognition of the change of the operating mode of the automated motor vehicle.

7. Control device according to claim 1 or 2, wherein the automated motor vehicle comprises at least two active safety systems, wherein the control device is configured to: • switching at least one proper subset of the at least two active safety systems from the first configuration (k1) to the second configuration (k2) upon recognition of a change in the operating mode of the automated motor vehicle.

8. Control device according to claim 1 or 2, wherein the control device is configured to: • determine a parameter for characterizing the driving readiness of a driver of the automated motor vehicle, and • change the second configuration (k2) of the at least one active safety system depending on the parameter for characterizing the driving readiness of the driver upon recognition of a change in the operating mode of the automated motor vehicle.

9. Control device according to claim 8, wherein the parameter for characterizing the driving readiness of a driver of the automated motor vehicle characterizes the driving readiness in terms of longitudinal guidance and / or lateral guidance of the automated motor vehicle.

10. Control device according to claim 1 or 2, wherein the control device is configured to: • recognize a change in the operating mode of the automated motor vehicle from an at least highly automated operating mode to an assisted operating mode in which the longitudinal guidance or lateral guidance of the motor vehicle continues to be carried out automatically, and • switch at least one active safety system from the first configuration (k1) to the second configuration (k2) upon recognition of the change for the longitudinal guidance or lateral guidance which is no longer carried out automatically.

11. Method for switching between a respective first configuration (k1) and a respective second configuration (k2) of at least one active safety system of an automated motor vehicle, wherein the method comprises the following steps: • recognizing a change in the operating mode of the motor vehicle from an at least highly automated operating mode to a highest partially automated operating mode, • switching the at least one active safety system from the first configuration (k1) to the second configuration (k2) upon recognition of the change, wherein the point in time (t0) at which a reaction (R') of the at least one active safety system is triggered in the second configuration (k2) is earlier than the point in time (t1) at which a reaction (R) of the at least one active safety system is triggered in the first configuration (k1), wherein the intensity (i0) at which a reaction (R') of the at least one active safety system is triggered in the second configuration (k2) is lower than the intensity (i1) at which a reaction (R) of the at least one active safety system is triggered in the first configuration (k1).

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