Method and device for operating automated motor vehicle

Abstract

The invention relates to a method for operating an automated motor vehicle (1), the method comprising determining the presence of an erroneous function of a drive-by-wire system (2) of the automated motor vehicle (1) and taking over transverse and / or longitudinal guidance of the automated motor vehicle (1) by a driving assistance system (4) when predetermined activation conditions of the driving assistance system (4) are met.

Description

Technical Field

[0001] The present disclosure relates to a method for operating an automated motor vehicle and a data processing device designed to at least partially execute the method. In addition, an automated motor vehicle having a data processing device is provided. Additionally or alternatively, a computer program is provided, which includes commands that, when the program is executed by a computer, cause the computer to at least partially execute the method. Additionally or alternatively, a computer-readable medium is provided, which includes commands that, when the commands are executed by a computer, cause the computer to at least partially execute the method. Background Art

[0002] The detection or determination of the presence of a malfunction of a steering system of a motor vehicle is described in DE 10 2020 206 879 A1. DE 10 2020 206 879 A1 relates to a retractable steering column for a motor vehicle, comprising a steering rod that can be adjusted between an inward and outward position, a sensor unit for measuring the adjustment position of the steering rod, and an electronic control unit, wherein the sensor unit is designed to detect faults in the adjustment movement of the steering rod and, in the event of a detected fault, to send at least one corresponding error message to the control unit.

[0003] Furthermore, so-called drive-by-wire systems are known from the prior art. Drive-by-wire (DbW for short) is the name for (at least partially) driving or controlling a vehicle without mechanically transmitting forces from an operating element to a corresponding actuating element, such as a throttle valve. The term drive-by-wire includes at least one or more of "wire-X" systems, such as brake-by-wire (brake control), shift-by-wire systems (transmission control) and steer-by-wire (steering).

[0004] As the name suggests, in a drive-by-wire system there is no mechanical connection between the operating element and the controlled actuating element. The functions are controlled via wires and servomotors or electromechanical actuators. This can result in less fuel consumption when energy-intensive hydraulic or mechanical systems do not have to run.

[0005] Newer developments in automobile manufacturing tend to transmit driver commands as much as possible only electrically. However, in these systems, malfunctions that may lead to non-steerability or brake failure, such as failures of the power supply, can be challenging. Summary of the invention

[0006] Against the background of the prior art, the object of the present disclosure is to specify a device and a method which are each suitable for improving the prior art.

[0007] This object is achieved by the features of the independent claim. The dependent claims contain preferred developments of the invention.

[0008] The object is subsequently achieved by a method for operating an automated motor vehicle.

[0009] The method may be a computer-implemented method, ie one, several or all steps of the method may be at least partially performed by a computer or a data processing device.

[0010] The method includes determining the presence of a malfunction of a drive-by-wire system of an automated motor vehicle.

[0011] An erroneous function is understood to be a deviation of an action actually performed by the drive-by-wire system (i.e. the actual state) from a state preset by a user of the drive-by-wire system (i.e. the target state), wherein the deviation exceeds a regulation- or control-related deviation. An erroneous function can occur in particular when a driver input is sensed and / or transmitted to the corresponding actuator.

[0012] The method also includes the driver assistance system (automatically) taking over the lateral and / or longitudinal guidance of the automated motor vehicle when a predetermined activation condition of the driver assistance system is met.

[0013] In other words, if a malfunction is detected in an input device or in the processing of a drive-by-wire system of an automated motor vehicle, the motor vehicle automatically takes over the lateral and / or longitudinal guidance so that the malfunction of the drive-by-wire system can be compensated or bypassed.

[0014] Possible refinements of the above-described method are subsequently explained in detail.

[0015] The method may include checking whether a predetermined activation condition of the driver assistance system or of the assistance system is met.

[0016] For this purpose, for example, the ODD (Operational Design Domain) of the driver assistance system can be used. The ODD is a description of the specific operating conditions under which the automated driving system or driver assistance system should normally operate, including but not limited to street types, speed ranges, environmental conditions (weather, day / night, etc.), applicable traffic laws and regulations, and other geographical restrictions.

[0017] The taking over of the longitudinal guidance of the automated vehicle can include a deceleration of the automated vehicle. It is conceivable that the current speed is first maintained further or automatically adapted according to the functional design so that the distance to the vehicle ahead is maintained. This can continue, for example, until the system recognizes a safe parking possibility (e.g. a motorway parking lot).

[0018] The automated vehicle may decelerate until the automated vehicle is at a stop.

[0019] That is to say that taking over the longitudinal guidance can include an active intervention in the longitudinal guidance of the motor vehicle.

[0020] The automated takeover of the lateral guidance of the motor vehicle can include lane keeping and / or steering the motor vehicle to the side of the road, such as an emergency lane. That is, similar to the longitudinal control, the lateral guidance can be used for a short period of time to stop the motor vehicle or for a long period of time, for example, to keep the motor vehicle in the lane and, if necessary, subsequently steer the motor vehicle to the side of the road.

[0021] That is to say that, similar to the taking over of the longitudinal guidance, the taking over of the transverse guidance can include an active intervention in the transverse guidance of the motor vehicle.

[0022] The drive-by-wire system may include a steer-by-wire system and / or a brake-by-wire system.

[0023] Steer-by-wire (literally: steering by cable) can be understood as a system in which the steering command from a sensor (especially a steering wheel) is transmitted via one or more control devices only electrically to an electromechanical actuator that executes the steering command. In such a system, there is no mechanical connection between the steering wheel and the wheels being steered.

[0024] Brake-by-wire (literally: braking by cable) describes a braking system in which the actuating and regulating devices are mechanically decoupled from one another. In conventional hydraulic brake systems, the actuating device is the brake pedal and the transmission and regulating device is the hydraulic device. A distinction is made here between electrohydraulic brakes, electropneumatic brakes (in trucks) and electromechanical brakes. In a brake-by-wire system, the coupling between the actuating device and the brake is established solely by signal transmission.

[0025] In other words and with regard to the specific embodiments described below as not limiting the disclosure, the above can be summarized as follows: Vehicles are increasingly equipped with systems for automated driving tasks (driving assistance systems, SAE L2, L3 and L4 automated driving functions). In addition, by-wire systems play an increasingly important role in the driver's operating elements (starting with the accelerator pedal, but also brakes and steering). These new systems may fail on the one hand, but may also compensate for these failures on the other hand. In particular, by-wire systems may fail as an operating element for the driver. A steer-by-wire system comprises, for example, a steering actuator for steering or moving the wheels, but also a sensing device for the steering movement preset by the driver (possibly also a haptic preset). In the event of a failure of this sensing unit, the vehicle may no longer be controlled in the lateral direction with the aid of the steer-by-wire system. The same may apply to brake-by-wire systems, in which this may occur with the brake pedal. It is therefore proposed that in the event of a failure, for example, of the steering wheel angle sensing or the brake pedal position, the automated vehicle automatically takes over control in the event of a failure if the vehicle is in an environment (ODD) in which the corresponding required automated driving functions can be used. It is conceivable that the automated driving function brings the vehicle to a safe stop, for example in the emergency lane. Additionally or alternatively, vehicles that are only equipped with the assistance function can automatically activate this function. However, it is not actually conceivable that this function should mean a significant reduction in the risk for the driver compared to no longer controlling the vehicle at all. Here, the following situation can be conceived as an example: the vehicle is equipped with a highway pilot system, that is, if this function is activated, the driver can concentrate on other tasks without having to actively take over the driving task (dynamic driving task, DDT). In addition, the vehicle is also equipped with a steer-by-wire system. If an error in the steering angle sensor system now occurs on the highway and this error is detected, the highway pilot function can be automatically activated without driver input, so that the vehicle does not continue to drive uncontrolled.

[0026] Furthermore, a computer program is provided, which comprises instructions which, when the program is executed by a computer, cause the computer to at least partially implement or execute the above-described method.

[0027] The program code of the computer program may be present as any code, in particular a code suitable for controlling a motor vehicle.

[0028] The above description regarding the method also applies analogously to the computer program and vice versa.

[0029] Furthermore, a data processing device, for example a control unit, is provided for an automated motor vehicle, wherein the data processing device or the control unit is designed to at least partially implement or execute the above-described method.

[0030] The data processing device may be part of a driver assistance system or represent a driver assistance system. The data processing device may be, for example, an electronic control unit (ECU in English). The electronic control device may be an intelligent unit controlled by a processor, which may communicate with other modules, for example, via a central gateway (CGW), and may form an on-board network, for example, via a field bus, such as a CAN bus, a LIN bus, a MOST bus and a FlexRay, or via automotive Ethernet, for example, together with a remote control device. It is conceivable that the control device controls functions related to the driving behavior of the motor vehicle, such as engine control, power transmission, a braking system and / or a tire pressure control system. In addition, a driver assistance system, such as parking assistance, adaptive cruise control (ACC), lane keeping assistance, lane change assistance, traffic sign recognition, light signal recognition, start assistance, night vision assistance and / or intersection assistance may be controlled by the control device.

[0031] The above descriptions regarding the method and the computer program also apply analogously to the data processing device and vice versa.

[0032] Furthermore, an automated motor vehicle is provided, which comprises the above-mentioned data processing device.

[0033] The motor vehicle can be a passenger vehicle, in particular a car, or a commercial vehicle, for example a truck.

[0034] The motor vehicle may be designed to at least partially and / or at least temporarily take over the longitudinal guidance and / or the transverse guidance during automated driving of the motor vehicle.

[0035] The automated driving can be implemented in such a way that the forward movement of the motor vehicle takes place (largely) autonomously. The automated driving can be controlled at least partially and / or temporarily by the data processing device.

[0036] The motor vehicle may be a motor vehicle of autonomy level 1, ie, has specific driver assistance systems that support the driver in the operation of the vehicle, such as automatic distance control (ACC).

[0037] The motor vehicle may be an autonomy level 2 motor vehicle, ie semi-autonomous, so that some functions, such as automatic parking, lane keeping or lateral guidance, longitudinal guidance in general, acceleration and / or deceleration are taken over by a driver assistance system.

[0038] The motor vehicle can be a Level 3 autonomous vehicle, i.e. conditionally automated, so that the driver does not have to continuously monitor the vehicle systems. The motor vehicle performs some functions independently, such as triggering a turn signal, changing lanes and / or keeping lanes. The driver can be engaged in other matters, but is asked by the system to take over the steering if necessary within the warning time.

[0039] The motor vehicle may be a motor vehicle of autonomy level 4, ie highly automated, so that the guidance of the vehicle is continuously taken over by the vehicle system. If the system no longer handles the driving task, the driver may be asked to take over the guidance.

[0040] The motor vehicle may be a motor vehicle of autonomy level 5, ie fully automated, so that the driver does not need to perform driving tasks. Apart from determining the destination and activating the system, no human intervention is required.

[0041] The above descriptions with respect to the method, the data processing device and the computer program also apply analogously to the motor vehicle and vice versa.

[0042] Furthermore, a computer-readable medium, in particular a computer-readable storage medium, is provided. The computer-readable medium comprises instructions which, when the program is executed by a computer, cause the computer to at least partially execute the above method.

[0043] That is, a computer readable medium comprising the computer program defined above may be provided.The computer readable medium may be any digital data storage device, for example a USB stick, a hard disk, a CD-ROM, an SD card or an SSD card.

[0044] The computer program does not necessarily have to be stored on such a computer-readable storage medium in order to be provided to the motor vehicle, but can also be obtained from the outside via the Internet or in other ways.

[0045] The above descriptions regarding the method, the data processing device, the computer program and the automated vehicle also apply analogously to the computer-readable medium and vice versa. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Then, refer to Figure 1 and Figure 2 An implementation scheme is described.

[0047] Figure 1 An automated motor vehicle is schematically shown, which is designed to implement or execute a method for operating an automated motor vehicle according to the disclosure,

[0048] Figure 2 A flow chart of the method is schematically shown. DETAILED DESCRIPTION

[0049] Figure 1 The illustrated automated motor vehicle 1 comprises a drive-by-wire system 2 (eg a steer-by-wire system and / or a brake-by-wire system), a control unit 3 and a driver assistance system 4 .

[0050] The motor vehicle 1 is designed, using the above-described units 2-4, to carry out a method for operating the automated motor vehicle 1, the flow chart of which is shown in FIG. Figure 2Shown in.

[0051] As from Figure 2 As can be seen, the method basically has four steps S1-S4.

[0052] In a first step S1 of the method, the presence of a malfunction of the drive-by-wire system 2 is determined by means of the control unit 3 .

[0053] In a second step S2 of the method, a check is performed with the aid of control unit 2 to determine whether a predefined activation condition for driver assistance system 4 is met.

[0054] In a third step S3 of the method, a control signal (here an activation signal) is output by the control unit 3 to the driver assistance system 4 if the check in the second step S2 shows that a predetermined activation condition of the driver assistance system 4 is met.

[0055] In a fourth step S4 of the method, the lateral and longitudinal guidance of automated motor vehicle 1 is taken over by means of driver assistance system 4 activated by the control signal output in third step S3 .

[0056] In this case, the taking over of the longitudinal guidance of the automated vehicle can include deceleration of the automated vehicle 1 and steering the automated vehicle 1 toward the roadside. This can be done, for example, until the automated vehicle 1 is stationary on the roadside.

[0057] Reference numerals list

[0058] 1 Motor Vehicle

[0059] 2 Drive-by-wire system

[0060] 3 Control unit

[0061] 4 Driver Assistance Systems

[0062] S1-S4 method steps.

Claims

1. A method for operating an automated motor vehicle (1), wherein: The method comprises: - determining the presence of a malfunction of a drive-by-wire system (2) of the automated motor vehicle (1), and - when a predetermined activation condition of the driver assistance system (4) is met, the driver assistance system (4) takes over the lateral and / or longitudinal guidance of the automated motor vehicle.

2. The method according to claim 1, wherein: The method comprises checking whether a predetermined activation condition of the driver assistance system (4) is met.

3. The method according to claim 1 or 2, wherein: Taking over the longitudinal guidance of the automated vehicle (1) includes decelerating the automated vehicle (1) and / or maintaining a distance to a vehicle ahead.

4. The method according to claim 3, wherein: The deceleration of the automated vehicle (1) continues until the automated vehicle (1) is at a standstill.

5. The method according to any one of claims 1 to 4, wherein: The taking over of the lateral guidance of the automated motor vehicle (1) includes lane keeping and / or steering the motor vehicle (1) to the side of the road and / or to a parking lot.

6. The method according to any one of claims 1 to 5, wherein: The drive-by-wire system (2) comprises a steering-by-wire system and / or a brake-by-wire system.

7. A computer program comprising instructions which, when the program is executed by a computer, cause the computer to execute the method according to any one of claims 1 to 6.

8. A computer-readable medium comprising instructions which, when executed by a computer, cause the computer to perform the method according to any one of claims 1 to 6.

9. A data processing device (3) for a motor vehicle (1), wherein: The data processing device (3) is designed to carry out the method according to any one of claims 1 to 6.

10. An automated motor vehicle comprising a data processing device (3) according to claim 9.

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