Method for controlling an assistance system of a two-wheeler, assistance system and two-wheeler as well as computer program

Abstract

The invention comprises a method for controlling an assistance system of a two-wheeler, an assistance system and a two-wheeler, and a computer program. The method comprises the steps of acquiring at least one driving dynamics parameter of the two-wheeler and acquiring an upcoming driving situation. The method further comprises assigning the upcoming driving situation, depending on the at least one driving dynamics parameter, to a first value of a hazard level, and acquiring a change in the at least one driving dynamics parameter due to driver intervention. It comprises assigning the change in the at least one driving dynamics parameter to a tolerance value, and determining a second value of the hazard level, wherein the second value is the difference between the first value and the tolerance value.The procedure includes activating the assistance system if the second value is greater than an intervention limit, or suppressing the assistance system if the second value is less than the intervention limit.

Description

State of the art

[0001] The present invention relates to a method for operating a two-wheeled vehicle according to the independent claim. The present invention also relates to an assistance system. Furthermore, the invention relates to a two-wheeled vehicle with such an assistance system, as well as a corresponding computer program.

[0002] Modern two-wheelers are typically equipped with various assistance systems designed to support the rider. To this end, these systems continuously monitor the vehicle's dynamic parameters, as well as environmental factors and traffic situations. Based on this data, an assistance system can actively intervene and control components of the two-wheeler to adjust its dynamic parameters, thereby supporting the rider or preventing accidents.

[0003] In DE 10 2019 116 498 A1, an assistance system is described that monitors the attention of a driver and intervenes depending on the detected attention.

[0004] In DE 10 2017 210 500 A1, an assistance system is described that creates a profile of a driver and performs an intervention of the assistance system depending on the stored profile. Disclosure of the invention

[0005] According to the invention, a method for operating a two-wheeler with the characterizing features of the independent claims is provided. This method offers the advantage that an assistance system of a two-wheeler can be controlled in relation to a given driving situation depending on the driver's reaction, and no intervention is carried out contrary to the driver's expectations.

[0006] The method according to the invention comprises the following process steps: Capturing at least one driving dynamics parameter of the two-wheeler as well as capturing an upcoming driving situation.

[0007] Assigning the preceding driving situation to a first value of a hazard level, depending on at least one driving dynamics parameter.

[0008] Detecting a change in at least one vehicle dynamics parameter through driver intervention and assigning the change in at least one vehicle dynamics parameter to a tolerance value.

[0009] Furthermore, the procedure includes determining a second value of the hazard level, where the second value is the difference between the first value and the tolerance value, and activating the assistance system if the second value is greater than an intervention limit value, or suppressing the assistance system if the second value is less than the intervention limit value.

[0010] Further advantageous embodiments of the present invention are the subject of the dependent claims.

[0011] It should be noted that a preceding driving situation can be a general traffic situation, such as the position and speeds of other road users, a traffic sign, or a characteristic of the preceding route, such as a curve or an incline.

[0012] It can be advantageous if the hazard level reflects the probability of an accident, a fall, leaving the roadway, or another event detrimental to the rider's safety. This is beneficial because it provides a value against which a driving situation can be assessed and the risk to the rider of the two-wheeler can be quantified. Depending on the recorded driving parameters, such as the speed of the two-wheeler, the probability of a collision with another road user can be determined. Similarly, it is conceivable that the probability of the two-wheeler leaving the roadway can be determined based on the recorded speed of the two-wheeler and, for example, the curve radius of an upcoming bend.

[0013] In another embodiment, it is advantageous if the intervention threshold is set by the assistance system itself or by another assistance system of the two-wheeler. This allows the intervention threshold to be set appropriately for the current driving situation. The assistance system could, for example, be an emergency braking assistant, and the other system could, for example, be a distance warning system of the two-wheeler. The emergency braking assistant could set the intervention threshold based on detected acceleration values, and the distance warning system based on detected obstacles. It is also conceivable that the outputs of the two systems are combined and an averaged or weighted intervention threshold is set. With an averaged intervention threshold, a mean value of the two system outputs can be calculated.With a weighted intervention threshold, an average of the two system outputs can be calculated, but the system outputs are first multiplied by a weighting factor. For example, the system output of the emergency braking assistant can be weighted at 70% and that of the distance warning system at 30%.

[0014] The intervention threshold defines a limit for the probability of an accident, fall, leaving the roadway, or other event detrimental to the rider's safety. If the intervention threshold is exceeded, the assistance system, such as the emergency braking assistant, is activated. It is also conceivable that the intervention threshold is set differently for different events or comprises several levels. The intervention threshold can be a probability between 0 and 100 percent, but alternative scales are also possible, such as numerical scales or the assignment of event descriptions that represent a hazard to the motorcycle and / or the rider, for example, "Safe riding possible" or "Collision unavoidable."

[0015] Furthermore, it is advantageous to use a radar-based sensor to determine the intervention threshold. Radar-based sensors are particularly suitable for detecting objects and road layouts and can thus provide reliable information for determining the intervention threshold.

[0016] In a further embodiment, it is also advantageous if the tolerance value is selected based on the driver's intervention, in particular the intensity of brake application and / or the driver's reaction time. This has the advantage that the driver's behavior influences the activation of the assistance system. For example, the driver's behavior—such as how hard they brake before entering a curve, in other words, how much they apply the brakes before entering a curve—can indicate whether and how well they assess the upcoming driving situation. The tolerance value can then be adjusted accordingly, either larger or smaller.For example, the assistance system would not activate for a comparably skilled driver with a very dynamic driving style, even if the hazard level was initially set so high by the assistance system that it would have activated without driver intervention. In this case, the comparably skilled driver, who is in control of the driving situation and their vehicle, would not be surprised by an unexpected or unwanted intervention from the assistance system.

[0017] The tolerance value could, for example, be linearly proportional to the intensity of brake application. It is also conceivable that the driver's reaction time could be factored into the calculation of the tolerance value. The system could determine this from the time between the detection of the upcoming driving situation and the detection of the driver's intervention. In this case, the tolerance value would be inversely proportional to the reaction time. It is also conceivable to combine these two conditions or to choose a different mathematical formula for determining the tolerance value.

[0018] Furthermore, it is conceivable that the duration of the assistance system's suppression is chosen depending on the tolerance value. Thus, with a small tolerance value, the assistance system is suppressed for a shorter time than with a larger tolerance value.

[0019] It is further advantageous if the vehicle dynamics parameter is a speed, acceleration, or roll angle. These parameters allow for the determination of important characteristics of a two-wheeler's vehicle dynamics. It is beneficial to record these parameters, or at least one of them. The vehicle's subsequent handling behavior can then be easily derived from them. It is also conceivable to record several of these parameters; depending on the driving situation, their relative importance can be adjusted.

[0020] In another configuration, it is advantageous if the activation of the first assistance system includes braking, acceleration, or steering intervention. Such intervention has a direct impact on the motorcycle's dynamics, allowing for a rapid resolution of critical situations. For example, the motorcycle can be braked if a collision with a vehicle ahead is imminent, or an evasive maneuver could be initiated. It is also conceivable that steering intervention could be used within a curve to prevent a fall or leaving the road.

[0021] The present invention also relates to an assistance system for a two-wheeler, comprising a first detection device configured for detecting at least one driving dynamics parameter of the two-wheeler, and a second detection device for detecting an upcoming driving situation. It further comprises an evaluation unit configured for assigning the upcoming driving situation, depending on the at least one driving dynamics parameter, to a first value of a hazard level, wherein the evaluation unit is further configured to detect a change in the at least one driving dynamics parameter by a driver.The evaluation unit is also designed to assign the change of at least one vehicle dynamics parameter to a tolerance value, and to determine a second value of the hazard level, wherein the second value is the difference between the first value and the tolerance value, and the evaluation unit is designed to provide a signal to activate the assistance system if the second value is greater than the intervention limit value, or to provide a signal to suppress the assistance system if the second value is less than the intervention limit value.

[0022] The detection devices for recording vehicle dynamics can be speed sensors, acceleration sensors, or tilt sensors. The detection devices for recording upcoming driving situations can be radar, lidar, ultrasound, or camera-based sensors. It is also conceivable to record radio signals from other road users that describe the upcoming driving situation. Furthermore, it is conceivable that the signals from at least two detection devices are combined. The evaluation unit could, for example, be the control unit of the two-wheeler.

[0023] Furthermore, the present invention also relates to a two-wheeled vehicle, in particular a motorcycle, with an assistance system as described above. High driving dynamics are to be expected, especially with motorcycles, and a corresponding system can increase driving safety in this context.

[0024] The present invention also relates to a computer program configured to execute and / or control the process steps and / or to be carried out by an evaluation unit in an assistance system. This allows the process to be executed by various assistance systems. Brief description of the drawings

[0025] Exemplary embodiments of the invention are shown in the drawings and explained in more detail in the following description. Fig. 1 Schematic representation of a method according to an embodiment of the present invention Fig. 2. A schematic representation of a driving situation, based on which the procedure is explained with possible additions.

[0026] Fig. Figure 1 schematically illustrates the sequence of operations according to a first embodiment of the present invention. After the commencement of the process 100, a vehicle dynamics parameter, for example, a speed, is recorded in step 101. In step 102, an upcoming driving situation is recorded, such as other road users ahead or a curve. Based on the data recorded in steps 101 and 102, a first value of a hazard level is assigned to the upcoming driving situation in step 103; for example, a value representing a 90 percent probability that the two-wheeler will not be able to negotiate the curve and will leave the roadway due to the current speed. In step 104, a change in a vehicle dynamics parameter by the driver is recorded, in this example, by the application of a brake.In step 105, a tolerance value is assigned to the brake application. For example, let's assume the driver brakes very hard, and the tolerance value is 50 percent. In step 106, this value is subtracted from the hazard level defined in step 103 to determine a second hazard level value, in this case, 40 percent. This value can then be compared in step 107 with an intervention threshold, for example, 70 percent. If the second value is higher than this intervention threshold, the assistance system, such as a brake assist or an emergency braking system, is activated in step 108. In the example described here, the activation of the system would be suppressed in step 109. The process ends with step 110 and can be repeated. The process can be run continuously at fixed intervals or activated situationally.

[0027] In Fig.Figure 2 schematically shows a driving situation, based on which the procedure with possible additions is described below.

[0028] A road 1000 with a hairpin bend 1001, commonly found on serpentine roads, is shown, which is being traveled by motorcycles 200 and 300. Motorcycle 200 is equipped with an assistance system 500 configured to perform the claimed method; in this example, it is an emergency braking assistant. Motorcycles 200 and 300 may be part of a larger group of motorcycles whose riders are very experienced and whose riding style is characterized by high dynamism. In this example, motorcycle 200 is traveling at a speed of 210 and motorcycle 300 at a speed of 310, both speeds being of equal magnitude. Since motorcycle 300 is already in the curve, its speed can be decomposed into a longitudinal component 311 and a lateral component 312.The longitudinal velocity component 311, which is directed in the same direction as the speed 210 of motorcycle 200, is small depending on the curve, even if the overall speed 310 is identical to speed 210. A radar-based system would misinterpret this situation and assume that motorcycle 200 is approaching a slower vehicle in front of it and initiate braking. This reaction can be disruptive or dangerous for the rider of motorcycle 200, as they assess the situation differently based on their experience and know that there is no risk of collision with the motorcycle 300 ahead. They would therefore not expect system intervention, even if they are deliberately driving close to the motorcycle in front. According to the method according to the invention, this system intervention can be suppressed if a corresponding driving style is employed.This can be deduced, for example, from the braking pressure requested by the driver, such as when they begin to brake slightly before entering a curve. The system can detect the pressure itself, the duration for which it has been applied, or the deceleration initiated by the driver. If a corresponding intervention by the driver is detected, the activation of the emergency braking assistant is suppressed, and the driver can navigate the curve as intended. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 10 2019 116 498 A1

[0003] DE 10 2017 210 500 A1

[0004]

Claims

[1] Method for controlling an assistance system of a two-wheeler (200), comprising • Recording at least one driving dynamics parameter of the two-wheeler, and • Detecting an upcoming driving situation, and • Assigning the upcoming driving situation to a first value of a hazard level depending on at least one driving dynamics parameter, • Detecting a change in at least one vehicle dynamics parameter due to driver intervention • Assigning a tolerance value to the change in at least one vehicle dynamics parameter, and • Determination of a second hazard level value, where the second value is the difference between the first value and the tolerance value, and • Activation of the assistance system (500) if the second value is greater than an intervention limit, or • Suppression of the assistance system (500) if the second value is smaller than the intervention limit. [2] Method according to claim 1, wherein the hazard level represents a probability of an accident, fall, or leaving the roadway (1000). [3] Method according to one of the preceding claims, wherein the intervention limit is determined by the assistance system (500) itself, or by another assistance system of the two-wheeler. [4] Method according to one of the preceding claims, wherein a radar-based sensor is used to determine the intervention limit. [5] Method according to one of the preceding claims, wherein the amount of the tolerance value is selected depending on the intervention of the driver, in particular the intensity of an actuation of a brake, and / or the reaction time of the driver. [6] Method according to any of the preceding claims, wherein the vehicle dynamics parameter is a speed, an acceleration or a roll angle. [7] Method according to any of the preceding claims, wherein the activation of the first assistance system (500) comprises braking, acceleration or steering intervention [8] Assistance system (500) of a two-wheeler, comprising: • a first detection device designed to detect at least one driving dynamics parameter of the two-wheeler, and • a second detection device for detecting an upcoming driving situation, and • an evaluation unit designed to assign the upcoming driving situation, depending on at least one driving dynamics parameter, to a first value of a hazard level, • wherein the evaluation unit is further developed to detect a change in at least one vehicle dynamics parameter by a driver, and • the evaluation unit is also designed to assign the change in at least one vehicle dynamics parameter to a tolerance value, and • the evaluation unit is further developed to determine a second value of the hazard level, where the second value is the difference between the first value and the tolerance value, and • the evaluation unit is designed to provide a signal to activate the assistance system (500) when the second value is greater than the intervention limit, or to provide a signal to suppress the assistance system (500) when the second value is less than the intervention limit. [9] Two-wheeler (200), in particular a motorcycle, with an assistance system (500) according to claim 8. [10] Computer program designed to execute and / or control the steps of the method according to any one of claims 1 to 7 and / or is executed in an evaluation unit in an assistance system (500) according to claim 8.

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