Method and system for driver-assisted support of speed of a two-wheeled vehicle, two-wheeled vehicle, computer program product and machine-readable storage medium

Abstract

The invention relates to a method for driver-assisted support of the speed of a two-wheeler, in the case of which the two-wheeler is in an operating mode with activated driving assistance. It is proposed that sensor information about the environment in the direction of travel in front of the two-wheeler is generated by at least one sensor of the two-wheeler, that road data and / or traffic data with a potential dangerous situation are acquired from a unit that is external with respect to the two-wheeler, the road data and / or traffic data being determined depending on the position, speed and / or direction of travel of the two-wheeler, that a driver input of a driver of the two-wheeler is recognized, that it is determined whether the potential dangerous situation is an imminent dangerous situation in the direction of travel in front of the two-wheeler, and that an adjusted intervention level of the driver assistance system is adjusted depending on the determined imminent dangerous situation and the recognized driver input.

Description

Technical Field

[0001] The present invention relates to a method and system for driver assistance support for the speed of a two-wheeled vehicle, a two-wheeled vehicle, a computer program product, and a machine-readable storage medium. Background Technology

[0002] Two-wheeled vehicles are increasingly equipped with driver assistance systems. Radar-based assistance systems and advanced rider assistance systems (ARAS), such as ACC (Adaptive Cruise Control), FCW (Forward Collision Warning), and HBA (Hydraulic Brake Assist, a special version of emergency brake assist), are forward-looking system functions. This means that sensors (such as radar sensors) can only identify objects within the visible area.

[0003] When riding in ACC and / or FCW modes, motorcyclists rely on the system to ride in a more relaxed manner. Under current system implementations, poor visibility or unsafe conditions can lead to accidents. Summary of the Invention

[0004] The objective of this invention is to improve the driver assistance functions of two-wheeled vehicles.

[0005] This task is solved by the subject matter of the independent patent claims. Advantageous improvements of the invention are described by the dependent patent claims, the following description, and the accompanying drawings.

[0006] The first aspect of the invention relates to a method for driver assistance support of a two-wheeled vehicle, particularly a computer-implemented method, wherein the two-wheeled vehicle is in an operating mode with activated driver assistance, the method comprising:

[0007] - Sensor information about the environment in the forward direction of travel of the two-wheeled vehicle is generated by at least one sensor of the two-wheeled vehicle, particularly a radar sensor and / or an optical sensor.

[0008] - Receive road and / or traffic data with potential hazards from a unit located external to the two-wheeled vehicle, particularly from areas not detected by at least one sensor, wherein the road and / or traffic data is determined based on the position, speed, and / or direction of travel of the two-wheeled vehicle.

[0009] - Identify the driver's input for the two-wheeled vehicle.

[0010] - Taking into account the generated sensor information and the received road and / or traffic data, determine whether the potential hazard is an imminent hazard in the direction of travel ahead of the two-wheeled vehicle.

[0011] - Increase the intervention level of the driver assistance system based on the identified urgent danger situation and the driver input identified in the presence of the danger.

[0012] Two-wheeled vehicles are preferably constructed as two-wheeled vehicles with electric motors, especially motorcycles, mopeds, light motorcycles, electric bicycles or electric bicycles.

[0013] At least one sensor in a two-wheeled vehicle can be, for example, a radar sensor. Alternatively or additionally, optical sensors, such as one or more cameras, can be installed. Other sensors, such as infrared sensors, can also be installed. All sensors can be integrated into a single unit.

[0014] An external unit that provides road and / or traffic data with potential hazards may be a unit deployed in the cloud or a communication service (such as a mobile communication network or the Internet). This can be a computing unit and / or a database. The external unit can be a single computer or a distributed unit with multiple, even spatially separated, computers. Specifically, the external unit can be, for example, a backend computer of a two-wheeler manufacturer or service provider. Systems or services such as V2X (also known as CAR2X, vehicle-to-everything), mobile communications, the Internet, or IoT (Internet of Things) can be used.

[0015] The service characteristics of external units may include, for example, cloud-based services for providing map data and dynamic road event data, collecting and aggregating accurate and up-to-date road information, community functions such as sharing important route information and / or map matching with motorcycle sensor data.

[0016] Determining or confirming the presence of an imminent hazard in the direction of travel ahead of a two-wheeled vehicle depends on sensor data from the vehicle, as well as road and / or traffic data received, for example, from components deployed in the cloud. The data can be static or dynamic. It can be specified that for nearby areas that are within the sensor's field of view, sensor data is used to determine the hazard in the direction of travel ahead of the two-wheeled vehicle. For distant areas that are not within the sensor's field of view, the received road and / or traffic data is used. In areas where information is provided by both sources, the data can be synthesized. Identification of hazards ahead of the two-wheeled vehicle can be based on, for example, a preset distance of 1000 meters.

[0017] Recognizing driver input can include, for example, active intervention such as accelerating or decelerating the accelerator. It can also include passive intervention such as pre-selecting a speed, accepting suggestions from the HMI (Human-Machine Interface), and adjusting ACC (Adaptive Cruise Control) such as increasing or decreasing the distance.

[0018] The advantage of this invention is that the monitoring field of view of the driver assistance system is expanded through external data. In other words, driver assistance is transformed from a standard assistance system into a predictive driver assistance system, which additionally processes, for example, dynamic and / or static traffic and road information based on the cloud. This helps to make driver assistance systems more comfortable and safer.

[0019] This invention is particularly advantageous in two-wheeled vehicles because motorcycle drivers have poor forward visibility and stability due to having only two wheels. This invention improves reaction time, thereby allowing for the avoidance of emergency braking. Emergency braking, compared to passenger cars or commercial vehicles, is an excessive braking intervention that already causes discomfort to the driver.

[0020] One improvement of the invention includes providing a two-wheeled vehicle driver with one or more acoustic and / or visual warning messages regarding identified hazardous situations. In other words, it mandates that the driver be informed in advance of potential hazards on the road. This can be specified through the two-wheeled vehicle's HMI and / or helmet. The driver may be provided with: continuous information about speed limits; warnings about approaching dangerous curves or intersections too quickly; warnings of various road hazards, such as construction, congestion, dangerous ends of congestion, accidents or breakdowns ahead, road obstacles (people, animals, objects), poor road conditions (slippery surfaces), and / or adverse weather conditions (heavy rain, poor visibility, snowfall, icing). By providing these warning messages, safety is improved, and the system's acceptability is enhanced.

[0021] An improved embodiment of the present invention specifies that increasing the intervention level of the driver assistance system includes at least one of the following adjustments: increasing the distance to the vehicle ahead, decreasing the adjusted speed, increasing braking force and / or braking sensitivity, triggering an automatic braking process, and disabling the driver assistance system. In other words, it specifies increasing the sensitivity of the driver assistance system, or in other words, strengthening the intervention parameters. It may be specified that multiple adjustments are performed simultaneously and / or that the adjustments are performed in a time-sequential or sequential manner. The advantage of this increased intervention level is that it allows for contextualized and targeted intervention to provide safe assistance to the driver and minimize strong reactions such as emergency braking.

[0022] An improvement of the present invention specifies that the received potential hazard includes at least one of the following data: distance or location to the two-wheeled vehicle, type of hazard, severity of hazard, and maximum speed applicable at that location. In other words, it specifies that information about potential hazards is provided and transmitted. It may be specified that this data is transmitted in real time. It may be specified that potential hazards are classified according to potential hazard and / or permissible speed. The advantage of this data on potential hazards is that the received potential hazards can be assessed quickly and comprehensively to generate the most targeted intervention possible.

[0023] An improved provision of the present invention specifies that the received potential hazardous situations include at least one of the following types: dynamic traffic conditions, particularly construction, congestion, and accidents; dynamic road conditions, particularly slippery roads due to ice, oil, rain, or fallen leaves; static road conditions, particularly dangerous curves and speed bumps; and static and dynamic speed limits. In other words, the provision provides a wide selection of various types or categories of received potential hazardous situations. This selection or list may be expandable and, for example, adaptable or configurable based on two-wheeled vehicles. The advantage of this selection of potential hazardous situations lies in improving driver assistance support using external data and allowing for advance speed adjustments to address hazardous situations based on static and dynamic road information.

[0024] An improvement of this invention specifies that received potential hazards are categorized according to their type and / or severity, targeting one or more intervention levels for adjustments to the driver assistance system to be enhanced. In the event of an imminent hazard, the corresponding adjustments to the driver assistance system are executed. In other words, the invention specifies that adjustments to be performed on the driver assistance system are assigned correspondingly to each hazard. This categorization may be stored in the control device of the two-wheeled vehicle, for example, in a lookup table or decision table. The advantage of categorizing potential hazards is that it allows for a rapid and reliable response to emerging hazards.

[0025] To perform the steps described above, a processor circuit can be provided, which has programming or software including program instructions that, when executed, cause the processor circuit to perform one embodiment of the method. For this purpose, the processor circuit may have at least one microprocessor and / or microcontroller. The program instructions may be stored in the processor circuit's data memory.

[0026] For application scenarios or situations that may occur in this method but are not explicitly described herein, it may be specified that error messages and / or requests for user feedback be output according to this method, and / or standard adjustments and / or predetermined initial states be invoked.

[0027] A second aspect of the invention relates to a system for providing driver assistance support for the speed of a two-wheeled vehicle when the vehicle is in an operating mode with activated driver assistance. The system is configured to perform the methods described above. The device may comprise or include a control unit, control equipment, processor circuitry, or a driver assistance system.

[0028] The present invention also includes improvements to the system of the invention, which have the features already mentioned in the description relating to improvements to the method of the invention. Therefore, corresponding improvements to the system of the present invention will not be described again here.

[0029] A third aspect of the invention relates to a two-wheeled vehicle having at least one sensor for generating sensor information on the forward direction of travel of the two-wheeled vehicle, a receiving unit for receiving road data and / or traffic data with potential hazards, and an identification unit for identifying driver input from the driver of the two-wheeled vehicle, the two-wheeled vehicle including the driver assistance support system as described above.

[0030] The present invention also includes improvements to the two-wheeled vehicle of the present invention, which have features as mentioned in the description relating to improvements to the method of the present invention. Therefore, the corresponding improvements to the two-wheeled vehicle of the present invention will not be described again here.

[0031] A fourth aspect of the invention relates to a computer program product comprising instructions that, when executed by at least one data processing device, cause the device to perform the steps of the computer-implemented method as described above.

[0032] The present invention also includes improvements to the computer program product of the present invention, which have features as mentioned in the description relating to improvements to the method of the present invention. Therefore, the corresponding improvements to the computer program product of the present invention will not be described again here.

[0033] A fifth aspect of the invention relates to a machine-readable storage medium comprising instructions that, when executed by at least one data processing device, cause the device to perform the steps of the computer-implemented method as described above.

[0034] The present invention also includes improvements to the storage medium of the present invention, which have features as mentioned in the description relating to improvements to the method of the present invention. Therefore, the corresponding improvements to the storage medium of the present invention will not be described again here.

[0035] The present invention also includes combinations of the features of the described embodiments. Attached Figure Description

[0036] Embodiments of the present invention are described below. Therefore:

[0037] Figure 1 A schematic diagram illustrating a traffic situation involving two-wheeled vehicles is shown.

[0038] Figure 2 A schematic diagram of a driver assistance support system for two-wheeled vehicles is shown.

[0039] Figure 3 A schematic diagram of a driver assistance support method for two-wheeled vehicle speed is shown. Detailed Implementation

[0040] The embodiments described below represent a preferred embodiment of the invention. In this embodiment, the components of the described implementation are independent features of the invention that should be considered separately, and these features also independently further constitute the invention. Therefore, they should be considered as part of the invention, whether individually or in combinations different from those shown. Furthermore, the described embodiments can be supplemented by other features of the invention already described.

[0041] In the accompanying drawings, elements with the same function are indicated by the same reference numerals.

[0042] Figure 1 A schematic diagram of a traffic situation with a two-wheeled vehicle 10 is shown. This display is not to scale.

[0043] A two-wheeled vehicle 10 (e.g., a motorcycle 10) is traveling on road 12 toward a potential hazard 14, which is a sharp bend. Behind the bend lies another potential hazard 16, which is a stationary vehicle.

[0044] The two-wheeled vehicle 10 has a sensor 18, such as a radar sensor, with an aligned detection area 20 facing the direction of travel of the two-wheeled vehicle 10. The detection area 20 does not extend to the potential hazard 14. The potential hazard 16 cannot be detected by the sensor 18 because there is no line-of-sight connection. From the perspective of the two-wheeled vehicle 10, neither hazard 14 nor 16 is identified in advance or in a timely manner.

[0045] The following describes how the sensors and driver assistance support of the two-wheeled vehicle 10 are supplied from the outside with road data and / or traffic data with one or more potential hazards, thereby enabling extended position assessment beyond the range of pure sensors. Figure 2 In this case, the transmission can be classified as hazardous situation 14 under the category of static road data. Furthermore, the transmission can be classified as hazardous situation 16 under the category of dynamic traffic data. Both hazardous situations 14 and 16 can be transmitted, for example, from components in the cloud, such as computing units, to the two-wheeled vehicle 10. Hazard 16 can also be transmitted, for example, via a V2X network, such as directly from a stationary vehicle.

[0046] Figure 2 A schematic diagram of a driver assistance support system 24 for a two-wheeled vehicle 10 at a certain speed is shown. This system 24 can be implemented at least partially in the two-wheeled vehicle 10.

[0047] The system 24 includes a radar sensor 18 electrically connected to driver assistance support logic 22 to transmit sensor information 28 to the driver assistance support logic 22. The driver assistance support logic 22 can be implemented in hardware and / or software within the control equipment of the two-wheeled vehicle 10. The radar sensor 18 and the driver assistance support logic 22 can be arranged within a radar unit 26.

[0048] The system 24 includes a communication unit 30 for receiving road data and / or traffic data 36 containing potential hazards. The road data and / or traffic data 36 originates from an external unit 34 outside the two-wheeled vehicle 10, such as a computing unit in the cloud or a backend computer. The communication unit may be a transceiver. The transmitted data may include the position, direction of travel, and / or speed of the two-wheeled vehicle 10. The received data may include road data and / or traffic data 36 containing potential hazards, as well as, for example, distance to the two-wheeled vehicle 10 and the type or category of the potential hazard. The road data and / or traffic data 36, ​​and particularly the potential hazards, may be selected or filtered based on the transmitted data so that only relevant information is sent from the external unit 34 to the communication unit 30. When the information pertains to a potential hazard located in the direction of travel ahead of the two-wheeled vehicle 10, the information may be relevant.

[0049] Communication unit 30 is electrically connected to radar unit 26 to transmit data 38 to radar unit 26. Data 38 is at least the received data. Optionally, other data, such as current speed and / or safe maximum speed, may be transmitted.

[0050] The input 42 from the driver 40 of the two-wheeled vehicle 10 can also be input to the radar unit 26 or the driver assistance support logic 22. Using input 42 (optional), sensor information 28, and data 38, the driver assistance support logic 22 determines whether a potential hazard is an imminent hazard in the direction the two-wheeled vehicle is traveling. In the case of an imminent hazard, the intervention level of the driver assistance system is increased. This can occur within the driver assistance support logic 22.

[0051] As an output, the setting signal 44 can also be directly output to the engine management system 46. The driver assistance support logic 22 can output signals or control commands to the engine management system 46 when needed and / or at defined intervals or cycles to implement driver assistance support presets for the movement of the two-wheeled vehicle 10. The engine management system 46 can, for example, trigger control or regulation of the engine, brakes, and / or transmission.

[0052] The output signal 50 of the engine management system 46 includes the current speed of the two-wheeled vehicle 10 and can be sent to the communication unit 30. The current speed of the two-wheeled vehicle 10 can be fed back to the driver assistance support logic 22 through the communication unit 30.

[0053] Figure 3 A schematic diagram of a driver assistance support method for a two-wheeled vehicle at a speed is shown. This method is specifically a computer-implemented method. The method is used for driver assistance support of a two-wheeled vehicle at a speed of 10, wherein the two-wheeled vehicle is in an operating mode where driver assistance is activated. This method can, for example, in… Figure 2 It is executed in system 24 shown.

[0054] In step S10, sensor information about the environment in front of the two-wheeled vehicle is generated using at least one sensor of the two-wheeled vehicle.

[0055] In step S12, road data and / or traffic data with potential hazards are received from an external unit other than the two-wheeled vehicle, particularly from areas not captured by at least one sensor. The road data and / or traffic data are determined based on the position, speed, and / or direction of travel of the two-wheeled vehicle.

[0056] In step S14, the driver input of the two-wheeled vehicle driver is identified.

[0057] In step S16, taking into account the generated sensor information and the received road data and / or traffic data, it is determined whether the potential hazard is an imminent hazard in the direction of travel ahead of the two-wheeled vehicle.

[0058] In step S18, based on the determined imminent danger situation and, if present, based on the identified driver input, the intervention level of the driver assistance system is increased.

[0059] Driver assistance systems can then intervene in the powertrain of the two-wheeled vehicle. For example, one or more control commands can be used to affect the engine, brakes, and / or transmission of the two-wheeled vehicle. This can be done directly to the relevant devices or indirectly by adapting driver assistance strategies or routines.

[0060] In one algorithmic example, a two-wheeled vehicle approaches a traffic jam. Driver assistance support can provide the driver with a congestion warning 1000 meters ahead via HMI information. Possible driver interventions could include setting a new speed, a new distance, or manual braking or deceleration. This response can then be considered by driver assistance support.

[0061] For example, a two-wheeled vehicle at a distance of 1000 meters from congestion may have the following conditions or parameters: speed equal to the ACC target speed of 130 km / h, ACC target distance or spacing equal to the target distance of 60 meters, and no driver intervention occurs.

[0062] At a distance of 500 meters from the target, the speed can remain unchanged at the ACC target speed of 130 km / h, and the ACC target distance can remain unchanged at the target distance of 60 meters, without driver intervention. Driver assistance support can now output HMI information to the driver.

[0063] To prevent an increase in the probability of undesirable situations, System 24 raises the ACC target distance to 80 meters and automatically increases the target distance accordingly, giving the driver more time to react to braking. If no further driver intervention is required, cruise control can be deactivated, for example. This can be accompanied by HMI information sent to the driver.

[0064] This invention targets Advanced Driver Assistance Systems (ARAS, which can be considered the ADAS for motorcycles). Traditional ARAS functions such as ACC (Adaptive Cruise Control), FCW (Forward Collision Warning), and HBA (Hydraulic Brake Assist, a special version of Emergency Brake Assist) are purely radar-supported, forward-facing system functions. That is, the radar sensor only identifies objects within its visible field of view.

[0065] While riding in ACC and / or FCW modes, motorcyclists rely on the system to ride in a more relaxed manner. However, the driver's view may be obstructed / restricted by other vehicles or road conditions (curved roads). This combination can lead to confusion or unsafe situations that could result in serious accidents due to limited radar detection and the driver's field of vision.

[0066] The present invention overcomes the current situation in an advantageous manner by giving the radar system a “third eye”, namely data from eHorizon / road traffic cloud (external unit).

[0067] To overcome the above situation, systems and functions must be improved today through cloud-based dynamic and static traffic and road information. Transforming systems from standard ARAS to predictive ARAS with cloud data access requires the use of in-vehicle connectivity control units, HMIs, and data clouds.

[0068] The vehicle's internal connectivity unit (receiving unit, communication unit) acquires real-time road / traffic data from the cloud based on GPS (Global Positioning System) location, vehicle speed (CAN (Controller Area Network) information), and driving direction.

[0069] In the event of an undesirable situation in front of the vehicle (two-wheeled vehicle) (based on a preset distance, such as 1000 meters) (the algorithm runs on the CCU (Connected Control Unit), the system provides data (distance, type, severity, maximum speed, driver input) to the radar system (radar unit) to adapt to the ACC / FCW logic.

[0070] Special designs include, for example, the following: Through this invention, ARAS functions (ACC, “ACC lite”, collision warning and hydraulic brake assist) can be extended to make them more comfortable and reliable.

[0071] Radar-based advanced rider assistance systems (ARAS) currently function like ACC (Adaptive Cruise Control), FCW (Forward Collision Warning), and HBA (Hydraulic Brake Assist, a special version of Emergency Brake Assist), and are forward-looking system functions. This means that radar sensors only identify objects within the sensor's detection area.

[0072] When riding in ACC and / or FCW modes, motorcyclists rely on the system to ride in a more relaxed manner. However, in the current implementation of the system, obstructed visibility may occur.

[0073] The situation where vision is unclear is:

[0074] - Poor visibility, such as driving behind a vehicle that obstructs the driver's view (e.g., trucks, SUVs, vans, RVs). In this case, the ACC speed is set based on the standard reaction time when the driver has good forward visibility; or

[0075] - "Blind" curves, which are curves with too small a radius;

[0076] - Invisible road conditions.

[0077] Undesirable situations could be:

[0078] - End of congestion;

[0079] - "Blind" curves (e.g., 180° curves);

[0080] - An accident ahead or a vehicle that has broken down after a bend;

[0081] - Speed ​​bumps on the road surface (to reduce speed);

[0082] - Sudden adverse road conditions (heavy rain, icy roads, slippery roads, for example, due to oil).

[0083] ARAS system implementation preferably includes radar sensors, which may contain logic functions such as ACC and FCW, inertial measurement unit (IMU), engine management system, electronic braking system (EBS), automatic transmission control, and optical sensors such as cameras.

[0084] To address these challenges, the system and its functionality can now be extended using cloud-based dynamic and static traffic and road information. Transforming the system from a standard ARAS to a predictive ARAS with cloud data access requires the use of in-vehicle connectivity control devices, HMIs, and a data cloud.

[0085] Human-machine interfaces (HMIs) may include TFT instrument clusters (TFT-thin-film transistors) (visual HMIs) and / or helmet headsets (acoustic HMIs) for motorcycles.

[0086] The vehicle's in-vehicle connectivity control unit (CCU) or miniHPC (high-performance computing) may include at least one of the following components:

[0087] - Independent data connection via built-in data modem (e.g., 4G);

[0088] - Access to the vehicle's CAN (Controller Area Network);

[0089] - GNSS (Global Navigation Satellite System) - integrated or standalone;

[0090] - Bluetooth connectivity for acoustic HMIs;

[0091] - Algorithm logic computation.

[0092] Information such as situations and conditions can be stored in the data cloud:

[0093] - Dynamic traffic conditions, congestion, and accidents;

[0094] - Dynamic road conditions such as icing, slippery roads due to oil, rain, or fallen leaves;

[0095] - Dynamic speed limits, such as traffic signs that adapt to traffic conditions;

[0096] - Static road conditions, such as dangerous curves with a radius change of more than 90°, and speed bumps on the road surface.

[0097] The preferred implementation functions / systems are described below:

[0098] The vehicle's internal connectivity unit acquires road and traffic data from the cloud in real time based on GPS location, vehicle speed (CAN information), and driving direction.

[0099] In the event of an undesirable situation ahead of the vehicle, based on a preset distance of, for example, 1000 meters and an algorithm running on the CCU, the system provides data such as distance, type, severity, maximum speed, and driver's position to the radar system to adjust the ACC / FCW logic.

[0100] At the same time, the CCU provides the HMI with the following example warning message:

[0101] - Acoustic HMI: "Traffic congestion 1000 meters ahead";

[0102] - Visual HMI: Displays warning symbols and distance information, and prompts you to set ACC adjustments to adapt to new road conditions, such as increasing the distance to the vehicle in front.

[0103] Based on information provided by the CCU / cloud and driver input, the radar algorithm adapts its sensitivity to new environmental conditions.

[0104] According to another algorithm example, ACC approaches traffic congestion: as a warning, CCU provides data on congestion occurring 1000 meters ahead and offers HMI information to the driver. Possible driver interventions include setting a new speed, a new distance, manual braking, or deceleration.

[0105] The following system response occurs: at a distance of 1000 meters from the congestion, the speed equals the ACC target speed of 130 km / h. When the ACC target distance or spacing is 60 meters, no driver intervention occurs.

[0106] At a distance of 500 meters from the target, the speed is equal to the ACC target speed of 130 km / h. When the ACC target distance is 60 meters, no driver intervention occurs. HMI information is provided to the driver.

[0107] The probability of an undesirable situation has now increased: therefore, the ACC system has increased the ACC target distance to the current 80 meters and automatically increased the target distance accordingly to give the driver more time to react to braking.

[0108] Cruise control can be deactivated if no further driver intervention is required.

[0109] Here is an example of the ACC algorithm when approaching road hazards:

[0110] As a warning, the CCU provides data on road obstacles such as icy roads and dangerous curves up to 1000 meters ahead, along with corresponding driver HMI information. Possible driver interventions include setting a new target speed, manual braking, or deceleration.

[0111] The following system reactions will occur:

[0112] At a distance of 1000 meters ahead, the driving speed is equal to the ACC target speed of 100 km / h, for example, on a rural road. No driver intervention is required.

[0113] At a distance of 500 meters ahead, the driving speed is equal to the ACC target speed of 100 km / h, for example, on a rural road. No driver intervention is required.

[0114] At a distance of 300 meters ahead, the ACC is set to 100 km / h, for example, on a rural road. No driver intervention is required.

[0115] From now on, the probability of an accident increases. The ACC system automatically sets the new ACC target speed to 70 km / h and decelerates. Cruise control can be deactivated when no further driver intervention is required.

[0116] This invention allows for the expansion of ARAS functions (ACC, "ACC lite", rear-end collision warning, and hydraulic brake assist) to make them more comfortable and reliable.

[0117] Overall, this example demonstrates how predictive ARAS, or motorcycle-specific driver assistance systems, can be delivered by leveraging cloud-based road and traffic data.

[0118] List of reference numerals in the attached diagram:

[0119] 10 two-wheeled vehicles

[0120] 12 roads

[0121] 14 Dangerous Situations

[0122] 16 Dangerous Situations

[0123] 18 radar sensors

[0124] 20 detection range

[0125] 22 Driver Assistance Support Logic

[0126] 24 system

[0127] 26 radar units

[0128] 28 Sensor Information

[0129] 30 communication units

[0130] Unit 34

[0131] 36 Traffic Data

[0132] 38 Data

[0133] 40 drivers

[0134] 42 inputs

[0135] 44. Signal Adjustment

[0136] 46 Engine Management System

[0137] 50 Output signal.

Claims

1. A method for providing driver assistance support for the speed of a two-wheeled vehicle (10), wherein, The two-wheeled vehicle (10) is in an operating mode with activated driving assistance. Its features are, - Sensor information (28) about the environment in the forward direction of travel of the two-wheeled vehicle (10) is generated (S10) by at least one sensor (18) of the two-wheeled vehicle (10), in particular a radar sensor and / or an optical sensor. - Receive (S12) road data and / or traffic data (36) with potential hazards (14, 16) from a unit (34) located outside the two-wheeled vehicle (10), particularly from an area not detected by at least one sensor (18), wherein the road data and / or traffic data (36) are determined based on the position and / or speed and / or direction of travel of the two-wheeled vehicle (10). - Check (S14) for the presence of driver input from the driver (40) of the two-wheeled vehicle (10). - Taking into account the generated sensor information (28) and the received road data and / or traffic data (36), determine (S16) whether the potential hazard (14, 16) is an imminent hazard (14, 16) in the direction of travel ahead of the two-wheeled vehicle (10). - Based on the identified urgent danger situation (14, 16) and the driver input identified in the presence of the danger situation, increase (S18) the level of intervention in the adjustment of the driver assistance system.

2. The method according to claim 1, characterized in that, Provide the driver (40) of the two-wheeled vehicle (10) with one or more acoustic and / or visual warning messages about the identified hazardous situation (14).

3. The method according to claim 1 or 2, characterized in that, The intervention level of the driver assistance system adjustment includes at least one of the following adjustments: increasing the distance to the vehicle ahead, reducing the adjusted speed, increasing braking force and / or braking sensitivity, triggering the automatic braking process, and disabling the driver assistance system.

4. The method according to any one of claims 1 to 3, characterized in that, The potential hazardous situation (14) received includes at least one of the following data: distance or location from the two-wheeled vehicle (10), type of hazardous situation (14), severity of hazardous situation (14), and maximum speed applicable there.

5. The method according to any one of claims 1 to 4, characterized in that, The potential hazardous conditions received (14) include at least one of the following types: dynamic traffic conditions, especially construction, congestion, accidents; dynamic road conditions, especially slippery roads due to ice, oil, rain or fallen leaves; static road conditions, especially dangerous curves, speed bumps; static and dynamic speed limits.

6. The method according to any one of claims 1 to 5, characterized in that, The received potential hazardous situation (14) is classified into one or more intervention levels of the driver assistance system to be improved based on the type and / or severity of the hazardous situation (14), and one or more of the corresponding improvements of the driver assistance system to be improved are implemented when an imminent hazardous situation (14) occurs.

7. A system (24) for providing driver assistance support for the speed of a two-wheeled vehicle (10), wherein the two-wheeled vehicle (10) is in an operating mode with activated driver assistance, characterized in that, The system (24) is configured to perform the method according to any one of claims 1 to 6.

8. A two-wheeled vehicle (10) having at least one sensor (18) for generating sensor information (28) in the forward driving direction of the two-wheeled vehicle (10), the two-wheeled vehicle having a receiving unit (30) for receiving road data and / or traffic data (36) with potential hazardous conditions (14), and the two-wheeled vehicle having an identification unit for identifying driver input (42) of the driver (40) of the two-wheeled vehicle (10), characterized in that, A system (24) for driver assistance support as described in claim 7 is provided.

9. A computer program product comprising instructions that, when executed by at least one data processing device, cause the data processing device to perform the steps of the method according to any one of claims 1 to 6.

10. A machine-readable storage medium comprising instructions that, when executed by at least one data processing device, cause the data processing device to perform the steps of the method according to any one of claims 1 to 6.

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