Methods for extending the functionality of a driver assistance system

Abstract

To provide an optimized procedure for operating a driver assistance system, a procedure for operating a driver assistance system of a first vehicle (100) is proposed, comprising the following steps: - Receiving (A) a predicted trajectory (10) of a second vehicle (101) preceding the first vehicle (100) and / or determining (B) a predicted trajectory (10) of the second vehicle (101), and - Display (C) of the trajectory (10) in a display device (11) of the first vehicle (100) and / or output (D) of at least one indication signal relating to at least one event along the trajectory (10) by means of an output device (12) of the first vehicle (100).

Description

[0001] The invention relates to a method for operating a driver assistance system of a first vehicle, a control device configured for carrying out such a method, and a vehicle comprising such a control device.

[0002] Driver assistance systems with distance control functions, also known as adaptive cruise control (ACC), are known from the prior art. These systems regulate not only the speed but also the distance between a self-driving vehicle and a vehicle ahead. Furthermore, methods are known that achieve improved speed and distance control by predicting a likely trajectory. Such improvements can, for example, involve optimized braking and acceleration control.

[0003] Such procedures are known, for example, from US 2022 / 0281451 A1 and DE 10 2021 004068 A1.

[0004] Even though the known methods can already be used to optimize speed and distance control, there is a desire for further optimizations, especially with regard to the comfort of a driver who is in the ego vehicle.

[0005] The invention is based on the objective of providing an optimized method for operating a driver assistance system.

[0006] This problem is solved by the features specified in claim 1. Further advantageous embodiments of the invention are described in the dependent claims.

[0007] The first vehicle is specifically an ego vehicle, which immediately follows the second vehicle along a section of the track.

[0008] The method according to the invention is characterized in that a trajectory of the second vehicle is displayed to the driver of the first vehicle or the ego vehicle. This advantageously informs the driver about upcoming maneuvers of the second vehicle. Since the first vehicle must adapt to the driving of the second, preceding vehicle, the driver is thus also informed about future maneuvers. This advantageously prevents excessive braking and / or a potential collision with the second vehicle.

[0009] This allows the driver, if manually controlling the vehicle, to adapt and, if necessary, optimize their driving style in anticipation of the second vehicle's upcoming maneuver. In the case of an autonomous vehicle, where the driver is not involved in the driving task, the driver has the advantage of being able to prepare for the first vehicle's impending movements, which can, for example, prevent nausea.

[0010] The display device is, in particular, a display in the first vehicle, which could be, for example, a display of an infotainment system or a separate display. Furthermore, the display device could be a head-up display.

[0011] The trajectory can preferably be determined by the first vehicle or by means of components of the first vehicle, such as an environment detection device, or the trajectory can be received from the first vehicle by an external entity, such as a server or another vehicle, in particular the second vehicle or a third vehicle.

[0012] Preferably, an event along the trajectory is an event that deviates from driving straight ahead at a substantially constant speed.

[0013] Preferably, the event along the trajectory includes a turning maneuver, a deceleration maneuver, a lane change maneuver and / or a braking maneuver by the second vehicle.

[0014] Preferably, determining the trajectory includes detecting at least one light, in particular a turn signal, brake light, or warning light, of the second vehicle by means of a detection device on the first vehicle. Detecting the light allows, in particular, inferences to be drawn about an event along the trajectory. For example, a detected active turn signal of the second vehicle can indicate a turning and / or stopping maneuver. A detected active brake light can indicate a braking and / or stopping maneuver.

[0015] Preferably, the trajectory of the second vehicle is determined based on at least one traffic sign and / or road marking detected by a detection device of the first vehicle.

[0016] Preferably, determining the trajectory includes detecting at least one traffic sign and / or at least one lane marking, particularly by means of a sensor device on the first vehicle. A traffic sign can indicate a possible or mandatory turn. In this case, the second vehicle's intention can be interpreted in conjunction with a light on the second vehicle, especially a turn signal. For example, if a turn is possible, indicated by a corresponding traffic sign, and the second vehicle's turn signal is active, the second vehicle is highly likely to turn. The status of other lights, such as the vehicle's brake lights, can also be considered in this assessment. Lane markings can be, for example, lines or arrows.In the case of lines, a solid line can indicate a no-turn zone, and a dashed line can indicate a turning option or a lane-change option. Alternatively, it is also conceivable that information about traffic signs and / or road markings along the trajectory could be obtained from a digital map of the surrounding area.

[0017] A forward-facing sensor in the detection system, such as a camera, works in conjunction with an ACC radar to detect the traffic situation in front of the first vehicle. The second vehicle ahead, for example, intends to make a left turn. The sensor, particularly a radar sensor, measures the distance, relative speed to the first vehicle, and azimuth angle of the second vehicle. The camera measurement provides at least azimuth angle information and object width information (possibly scaled to distance). In addition to contour information, the camera image also determines the position of a yellow turn signal. This position is tracked from frame to frame. If necessary, the transition of the turn signal to neighboring pixels is also monitored. The light intensity of the yellow pixel is then evaluated based on this progression.If a blink frequency is set on these pixels as specified in relevant regulations (e.g. 1.5 Hz + / - 0.5 Hz), then the blinker is considered activated.

[0018] Preferably, the data collected by the detection device is transmitted to a database. Based on this data, the vehicle type of the second vehicle, stored in the database, is determined, and this information is then sent to the first vehicle. This advantageously improves the recognition of vehicle-specific features, such as the lights. If no match can be found in the database, the driver assistance system is preferably operated in the conventional manner, i.e., without taking the trajectory into account.

[0019] Preferably, the movement of the first vehicle is controlled by its cruise control system based on the trajectory of the second vehicle. Specifically, the cruise control system is an adaptive cruise control (ACC) system. In particular, information about events along the trajectory can be used to optimize the movement of the first vehicle. Specifically, measures such as delayed braking, initiating deceleration instead of braking, or early acceleration can be taken in response to an event. In this sense, trajectory-based control represents a functional extension of a conventional cruise control system.

[0020] Preferably, the light is a direction indicator of the second vehicle, and the detection of a faulty operation of the direction indicator is taken into account when determining the trajectory.

[0021] A faulty activation of the direction indicator is preferably detected if, in parallel with the activation of the direction indicator, there is no reduction in the speed of the second vehicle.

[0022] A faulty turn signal activation can be detected, for example, if the second vehicle does not brake or decelerate simultaneously with the activation of the turn signal, and / or if a turning prohibition is in effect due to recognized traffic signs and / or road markings. If a faulty turn signal is detected, this can be taken into account when controlling the movement of the first vehicle. In particular, excessive braking and / or deceleration can be avoided to advantage, since it cannot be assumed that the second vehicle will brake.

[0023] An activated turn signal (indicator) or an activated brake light of the second vehicle can preferably be determined as follows: Case 1: A yellow signal appears periodically. This means that the second vehicle has activated its turn signal. Case 2: A red signal is displayed for longer than 50 ms. The vehicle in front is braking and its brake lights are activated.

[0024] In scenario 1, a detection algorithm in the first vehicle's control unit can evaluate the driving dynamics and conclude that the lane will soon be cleared by the second vehicle ahead. This leads to more appropriate braking and, ideally, only a deceleration of the first vehicle by the ACC system, as an abrupt stop to walking speed is avoided. Consequently, the system aims for a deceleration sufficient to allow the vehicle ahead to pull away without reducing the safe following distance. This is achieved by detecting the activated turn signal and subsequently coasting instead of braking or accelerating. This coasting increases the distance without the need for additional intervention from other systems. Thus, unnecessarily close following is prevented, and sufficient space is created for a new assessment of the situation.This allows the system to detect when the road is clear, and then accelerates again to the set speed. This preferably happens at a comfortable pace, improving the driving experience. Furthermore, the system aims to detect the road clearing early to prevent unnecessary coasting and congestion of traffic behind.

[0025] The following situations are particularly likely to occur when the lights of the second vehicle are detected: A: The hazard warning lights on the second vehicle ahead are activated: The first vehicle can also detect this via its taillight and turn signal recognition system. This should not lead to the sequence described above, but rather the first vehicle should always adjust its speed to the vehicle in front and be prepared to brake by slightly slowing down or tightening its seatbelts, as there could be a traffic jam ahead. B: Turn signal activated on the second vehicle ahead, but no lane clearance: By analyzing and orienting itself using the lane markings, signage, and the vehicle's geographical position, the system should recognize what the first vehicle is approaching. This could be a traffic light, a parking space (on the shoulder), or a rural road intersection. In these cases, the system should not decelerate using the rear light detection; instead, it should react to the braking of the second vehicle by braking, thus triggering the existing ACC response. C: Turn signal faulty / accidentally activated: The second vehicle has unintentionally activated its turn signal and is unaware of it. This exceptional situation should be recognized by the second vehicle's failure to slow down. Furthermore, if the turn signal is activated for more than, for example, 30 seconds while driving (not stopped at a traffic light), the first vehicle's low beam headlights should be switched off and then switched back on after one second to alert the driver ahead to the activated turn signal. However, this should preferably only occur during daylight hours. D: Motorcycle or other vehicles: Since there might be no detection of a turn signal or brake light, an additional safety distance is established and the existing ACC response is used. E: The first vehicle's turn signal is activated: If the second vehicle has activated its turn signal in the same direction, the safe following distance must still be maintained. If this is not the case, proceed without further calculations and, if necessary, change lanes or turn.

[0026] Preferably, the light is a direction indicator, and upon detecting a faulty activation of the direction indicator, the first vehicle signals the faulty indicator to the second vehicle, in particular by means of a light on the first vehicle. This advantageously allows the second vehicle to deactivate the faulty direction indicator.

[0027] Preferably, the warning signal is visual, acoustic, or haptic. For example, the warning signal could be a vibration emitted via a corresponding actuator, which may be located, for instance, in the steering wheel, seat, and / or seatbelt of the vehicle. Furthermore, a visual signal can be emitted via the display device or a separate display. The acoustic signal can, in particular, be emitted via a loudspeaker in the first vehicle.

[0028] Preferably, a predicted trajectory of the first vehicle is determined, and a warning signal is issued when a comparison of the trajectory of the first vehicle with that of the second vehicle reveals that a minimum distance between the first and second vehicles will be breached on an upcoming section of the track. This advantageously increases safety, as the driver is warned early about a likely breach of the safety distance between the first and second vehicles.

[0029] Preferably, the first vehicle receives information from the second vehicle, and the second vehicle's trajectory is determined based on this information. In particular, the first vehicle can receive this information from the first vehicle via a Car2Car (C2C) communication link. This information can include, in particular, route information from the second vehicle's navigation system, from which the second vehicle's expected trajectory can be derived and determined.

[0030] Preferably, the information includes speed, route, activated lights, and / or information from a detection device of the second vehicle. For example, information about detected traffic signs and / or road markings can be advantageously captured by an environmental detection device of the second vehicle and made available to the first vehicle.

[0031] The following are exemplary scenarios for the operation of the driver assistance system of the first vehicle, taking into account a likely trajectory of the second vehicle: An intersection or junction scenario forms the basis of the analysis. A first vehicle equipped with ACC uses its comprehensive environmental perception system, including radar sensors and / or a camera and / or lidar sensors, to detect the traffic ahead, in the form of the second vehicle.

[0032] Especially when monitoring the position of the second vehicle immediately ahead in the same lane, it is crucial for a comfortable and energy-efficient following maneuver by the first vehicle. If the first driver detects that the turn signals, indicators, and / or brake lights of the second vehicle are activated, the likelihood increases that the second vehicle will soon exit the lane. This provides the first vehicle with valuable information for optimally planning its speed, particularly to avoid unnecessary or abrupt braking. An intelligent driving strategy involves the first vehicle immediately reducing engine power when the second vehicle's brakes or indicator are activated, and gradually increasing the distance to the turning second vehicle.

[0033] If the second vehicle has largely completed the turning maneuver and it is clear from a vehicle dynamics perspective that the lane will be clear in a few seconds, the acceleration of the first vehicle up to the set speed of the ACC can be initiated.

[0034] Since a vehicle using ACC, in this case the first vehicle, always closes in on the vehicle in front, here the second vehicle (provided the set speed is not exceeded), the first vehicle is also automatically braked as soon as the second vehicle brakes. This leads to wear on the brake discs and tires due to friction on the asphalt, and to an unpleasant delay between braking and accelerating back up to the set speed. This delay not only impairs the driving experience but also burdens the environment by increasing fuel consumption. This problem is advantageously solved by the method described above.

[0035] In the procedure described above, the movement of the first vehicle is controlled by means of an ACC (Adaptive Cruise Control). It is understood that it is also possible for the driver to control the vehicle manually, instead of using the ACC, according to the scenarios described above.

[0036] Furthermore, the problem according to the invention is solved by a control device designed for carrying out a method according to one of the aforementioned embodiments.

[0037] Furthermore, the problem according to the invention is solved by a vehicle having such a control device. In particular, the vehicle is the first vehicle described above.

[0038] Exemplary embodiments of the invention are explained in more detail below with reference to the drawings. The drawings show: Fig. 1 a scenario of a turning maneuver by a second vehicle, Fig. 2 a schematic representation of the light detection of a second vehicle, Fig. 3 a further schematic representation of the light detection of a second vehicle, and Fig. 4. A flowchart of a procedure for operating a driver assistance system.

[0039] In the figures, the same constructive elements each have the same reference numerals.

[0040] Fig. Figure 1 shows a scenario involving a first vehicle 100 following a second vehicle 101, which has a control unit 16 by means of which a driver assistance system of the first vehicle 100 can be operated. The method for operating the driver assistance system provides that a predicted trajectory 10 of the second vehicle 101 is used to optimize the control of the movement of the first vehicle 100.

[0041] The trajectory 10 is determined using data from a detection device of the first vehicle 100, by the detection device recognizing an activated light 13, in this case a left turn indicator. Based on the activated turn indicator, it is concluded that the expected trajectory 10 of the second vehicle 10 is a left turn. The first vehicle 100 can then use this knowledge of the expected trajectory 10 to optimize its driving. In this case, it would be conceivable that the first vehicle 100 would not brake, as would be expected by a conventional driving style of the first vehicle 100 driver or a conventional ACC control strategy, but would merely decelerate, since it is assumed that the upcoming section of the road will soon be cleared by the turning second vehicle 101.A third vehicle, 102, located in an adjacent lane, is not involved in the proceedings.

[0042] Fig. Figure 2 shows the principle of detecting an activated light 13 of the second vehicle 102 by means of a detection device, for example one or more cameras, of the first vehicle 100. The detection is carried out using a grid 17, which is divided into different pixels 18. During the detection process, those pixels are identified in which a light of the second vehicle 101 is located, which is in Fig. 2 is the Pixel 18a.

[0043] Furthermore, it shows Fig. 2. A road marking 15, here a left-turn arrow, which, in combination with the detection of a left-pointing turn signal of the second vehicle 101, suggests that the second vehicle 101 will be the next to turn. Therefore, a probable trajectory 10 of the second vehicle 101 is determined, which includes a left-turn maneuver as an event.

[0044] By tracking this pixel 18a across several consecutive frames of images from the detection device, it can be determined whether the light 13, for example, is permanently activated or flashing. The principle of this tracking of a pixel 18a across multiple frames is described in Fig. Figure 3 shows that in successive frames, an activated light 13 is detected first, followed by a deactivated light 13. It is concluded that the light 13 is flashing, for example, a turn signal or indicator. A similar approach can be used to detect a brake light, in which case a continuously activated light 13 is detected.

[0045] Fig.Figure 4 shows a flowchart for operating the driver assistance system of the first vehicle 100. In a first step, the expected trajectory (10) of the second vehicle (101) preceding the first vehicle (100) is received (A) and / or the expected trajectory (10) of the second vehicle (101) is determined (B). In a second step, the trajectory (10) is displayed (C) in a display device (11) of the first vehicle (100) and / or at least one indicator signal concerning at least one event along the trajectory (10) is output (D) by means of an output device (12) of the first vehicle (100). Reference symbol list A, B process steps 100 first vehicle 101 second vehicle 102 third vehicle 10 Trajectory 11 Display device 12 Output device 13 light 14 traffic signs 15 Road marking 16 Control unit 17 grids 18, 18a pixels 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] US 2022 / 0281451 A1

[0003] DE 10 2021 004068 A1

[0003]

Claims

[1] Method for operating a driver assistance system of a first vehicle (100), comprising the following steps: - Receiving (A) a predicted trajectory (10) of a second vehicle (101) preceding the first vehicle (100) and / or determining (B) a predicted trajectory (10) of the second vehicle (101), and - Display (C) of the trajectory (10) in a display device (11) of the first vehicle (100) and / or output (D) of at least one indication signal relating to at least one event along the trajectory (10) by means of an output device (12) of the first vehicle (100). [2] Method according to claim 1, wherein determining the trajectory (10) comprises detecting at least one light (13), in particular a turn signal, a brake light or a warning light, of the second vehicle (101) by means of a detection device of the first vehicle (100). [3] Method according to claim 2, wherein acquisition data from the acquisition device is transmitted to a database, a vehicle type of the second vehicle (101) stored in the database is determined on the basis of the acquisition data and the information about the vehicle type is sent to the first vehicle (100). [4] Method according to one of the preceding claims, wherein the trajectory (10) of the second vehicle (101) is determined on the basis of at least one of the traffic sign (14) and / or road marking (15) detected by means of a detection device of the first vehicle (100). [5] Method according to one of the preceding claims, wherein the event along the trajectory (10) comprises a turning operation, a deceleration operation, a lane change operation and / or a braking operation of the second vehicle (101). [6] Method according to one of the preceding claims, wherein a movement of the first vehicle (100) is controlled by means of a speed control system of the first vehicle (100) depending on the trajectory (10) of the second vehicle (101). [7] Method according to claim 2 or 3 and one of claims 4 to 6, wherein the light (13) is a direction indicator and the detection of a faulty actuation of the direction indicator is taken into account when determining the trajectory (10). [8] Method according to any one of claims 2 to 7, wherein the light (13) is a direction indicator and, upon detection of a faulty operation of the direction indicator, the first vehicle (100) signals the faulty direction indicator to the second vehicle (101), in particular by means of a light of the first vehicle. [9] Method according to claim 7 or 8, wherein a faulty activation of the direction indicator is detected if, parallel to the activation of the direction indicator, there is no reduction in the speed of the second vehicle (101). [10] Method according to any of the preceding claims, wherein the indicator signal is an optical, acoustic or haptic indicator signal. [11] Method according to one of the preceding claims, wherein a predicted trajectory of the first vehicle (100) is determined, and wherein the warning signal is issued when, by comparing the trajectory of the first vehicle (100) with the trajectory (10) of the second vehicle (101), it is determined that a minimum distance between the first vehicle (100) and the second vehicle (101) is not maintained on a preceding section of the track. [12] Method according to one of the preceding claims, wherein the trajectory (10) of the second vehicle (101) is determined on the basis of at least one of the traffic sign (14) and / or road marking (15) detected by means of a detection device of the first vehicle (100). [13] Method according to any of the preceding claims, wherein the first vehicle (100) receives information from the second vehicle (101), wherein the trajectory (10) of the second vehicle (101) is determined based on the information received from the second vehicle (101), wherein the information preferably includes a speed, a route, activated lights (13) and / or information from a detection device of the second vehicle (101). [14] Control device (16) designed to carry out a procedure according to any of the aforementioned claims. [15] Vehicle (100) comprising a control device (16) according to claim 14.

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