Emergency braking assistance system

Abstract

The invention relates to an emergency braking assistance system (1) with an emergency braking assistance architecture (3) for performing braking for a vehicle, with a plurality of sensors and actuators, wherein the emergency braking assistance architecture (3) has several subsystems which host different modules, wherein the modules access each other.

Description

[0001] The invention relates to an emergency braking assistance system with an emergency braking assistance architecture for a vehicle, with a plurality of sensors and actuators, as well as a vehicle and method.

[0002] An emergency braking assistance system can be understood as a driver assistance system designed to prevent accidents. The vehicle's surroundings are monitored by one or more sensor systems for environmental perception. These systems are typically based on radar, lidar, cameras, and / or ultrasonic sensors. The system assists the driver during braking, or initiates braking autonomously, when a collision risk with an object in the vehicle's environment is detected.

[0003] EP 2509840 B1 discloses an emergency braking assistance system for supporting a driver of a vehicle when starting off, comprising a collision risk detection unit configured to detect a collision risk with an object in front of the vehicle based on data from an environment sensor for detecting objects in front of the vehicle and data from an accelerator pedal sensor for detecting an acceleration request by the driver, and a collision avoidance unit configured to take measures to avoid an imminent collision with the object in front of the vehicle based on data from the collision risk detection unit, wherein the emergency braking assistance system is configured to deactivate a termination and activation suppression condition of a safety concept when an acceleration request by the driver is detected at a vehicle speed that is lower than a predetermined speed threshold.to be carried out temporarily for a specified period of time.

[0004] DE 10 2010 049 351 A1 discloses a method for operating a brake assistance device for a vehicle, wherein, in the absence of driver activity, an assistance function is executed depending on the distance of the vehicle to an object located in front of the vehicle, which includes the generation of a warning message and / or the initiation of an automatic braking process, wherein a classification of a road traveled by the vehicle is carried out and that the assistance function is only executed if at least one release condition dependent on the classification is fulfilled.

[0005] DE 10 2012 218 361 A1 discloses a method for operating a motor vehicle with at least one sensor unit for recording environmental conditions and outputting environmental data, an evaluation unit for assessing the environmental data and an evaluation unit for detecting open spaces and objects.

[0006] DE102018102027A1 relates to vehicles controlled by automated drive systems, in particular those configured to automatically control vehicle steering, acceleration and braking during a drive cycle without human intervention.

[0007] DE112014000934T5 discloses a monitoring system for monitoring occupants in a closed environment.

[0008] It is therefore an object of the invention to provide an improved emergency braking assistance system and a vehicle as well as a method.

[0009] The problem is solved by an emergency braking assistance system with the features of claim 1 and a vehicle with the features of claim 10 and a method with the features of claim 14. The dependent claims list further advantageous measures which can be suitably combined to achieve further advantages.

[0010] The task is solved by an emergency braking assistance system with an emergency braking assistance architecture for executing braking for a vehicle, with a multitude of sensors and actuators comprising the emergency braking assistance architecture: a first subsystem with at least one input data module for receiving driver inputs, wherein the driver inputs include at least one brake pedal input, which includes not pressing or pressing a brake pedal with a braking force as well as activating the emergency brake assist system, wherein the input data module is configured to generate at least one activation request signal and one brake input signal based on the driver inputs, A second subsystem with a management module, which is configured to receive the activation request signal, the brake input signal, a driver status signal describing the driver's state, and the vehicle's speed, and is further configured to generate an activation signal based on the activation request signal, the driver status signal, the brake input signal, and the speed, which serves to activate further modules in a predefined sequence, and wherein the management module is configured to terminate the emergency braking assistance system when sufficient braking force is detected, and wherein the management module is configured to transmit the activation signal only when the braking force is insufficient. an eighth subsystem comprising a restriction module configured to receive a speed and an environmental data signal carrying the processed environmental data as a signal, and wherein the restriction module is configured to detect restrictions on the movement of the vehicle based on the driving situation, the vehicle's speed, and the environmental data signal, wherein the restriction module is configured to generate an in-lane signal carrying the detected restrictions as a signal, and wherein the restriction module is further configured to detect an existing collision as a probability exceeding a predetermined collision threshold based on the received signals, and to terminate the activation of the emergency braking assistance system if no collision is detectable. A maneuvering tool is provided for receiving the activation signal and an in-lane signal, which includes restrictions for a future driving maneuver at least with regard to a preceding lane, wherein the maneuvering tool is configured to check, based on the in-lane signal and the activation signal, whether braking is present, and if not present, to forward the activation signal as an activation signal. A ninth subsystem with a target trajectory module for receiving an acceleration limit, which provides restrictions for acceleration as an acceleration limit as well as a speed limit, and for receiving the activation signal forwarded by the maneuver tool as well as a detected acceleration of the vehicle, wherein the target trajectory module is based on the received is designed to generate signals for a target trajectory with a target acceleration, as well as to generate a target acceleration signal based on the generated target trajectory with the target acceleration, a tenth subsystem with a motion plan module is provided, wherein the management module is configured to transmit the activation signal to the motion plan module upon detection of insufficient braking, wherein the motion plan module is configured to receive the vehicle speed as well as the activation signal and the brake input signal, wherein the motion plan module is configured to generate a brake data signal with brake data based on the received signals, wherein the brake data includes at least the acceleration data, An eleventh subsystem with an actuator module for receiving the vehicle's speed and the detected acceleration, as well as the brake data signal and the target acceleration signal, wherein the actuator module is configured to generate a setting signal based on the received signals, wherein the setting signal causes the required actuators to be set for implementing the desired braking, and wherein the actuator module is configured to transmit the setting signal to a conversion module for converting the brake data into braking.

[0011] Modules can be implemented as software that performs a specific function, or as hardware, for example, a chip, SoC, etc., with a corresponding software component. The modules can, for example, be located within the same computer system.

[0012] The individual subsystems can serve as hosts for the corresponding modules; the subsystems can be executed in ascending order. If no value generated by another subsystem exists, a temporary default value can be used.

[0013] In this process, one signal can be received and others can be requested. According to the invention, the individual subsystems access all other subsystems directly or indirectly and thus process the outputs or provide input signals. The management module manages the entire system behavior of the architecture, i.e., which behavior, for example, which actuators / sensors in the modules are activated by executing the modules in a specific sequence and under which conditions and circumstances this occurs.

[0014] The input data module is designed to receive driver input, for example by pressing a switch, and to detect braking and its braking force or the absence of braking.

[0015] Based on this, an activation request signal as well as a brake input signal are generated.

[0016] Furthermore, the management module is designed to receive the activation request signal, the brake input signal, the driver status signal which describes the driver's state, as well as a detected speed, and is also designed to generate an activation signal based on the signals and the speed, which serves to activate further modules in a predefined sequence.

[0017] The management module manages the entire system behavior of the architecture, i.e., which behaviors occur in which sequence and under which conditions and circumstances. The management module is designed to detect the technical status of required sensors and / or actuators, at least with regard to functional safety, reliability, and / or availability. The management module generates the activation signal carrying this information, which is then forwarded to the appropriate modules.

[0018] This makes the sequence of signals and individual modules / functions to be addressed known.

[0019] The management module is designed to deactivate the emergency braking assistance system if sufficient braking is applied, and to activate the other modules if insufficient braking is applied.

[0020] Furthermore, a peripheral object module can generate a peripheral signal that carries the measured values ​​from peripheral sensors as information, as well as the status (online / off, etc.) of the peripheral objects, including sensors and actuators, to indicate their availability and readiness. Peripheral sensors are primarily those irrelevant to vehicle movement, such as a rain sensor, an internal and external thermometer, a seatbelt sensor, a seat sensor, etc. This means that the measured values ​​of peripheral sensors that are irrelevant to movement are recorded. Additionally, the status of the peripheral sensors is recorded, such as available, fault, offline, etc.

[0021] The maneuver tool is also available, which checks whether braking is occurring based on an in-lane signal (which includes restrictions for the future maneuver, at least with regard to a relevant lane) and an activation signal. If no braking is occurring, the activation signal is forwarded.

[0022] The target trajectory module can be configured to receive the acceleration limit, which provides restrictions on acceleration, as well as a speed limit, and to receive the activation signal forwarded by the maneuvering tool and a detected acceleration of the vehicle, wherein the target trajectory module is configured to generate a target trajectory with a target acceleration based on the received signals and to generate a target acceleration signal based on the generated target trajectory with the target acceleration.

[0023] Thus, the target trajectory module only generates the target acceleration signal when the forwarded activation signal is transmitted.

[0024] Since all modules rely on receiving signals, no emergency braking is initiated if sufficient braking force is already applied. If the activation signal is missing, the target trajectory module cannot generate a target acceleration signal.

[0025] Similarly, the motion planning module is provided, wherein the management module is configured to transmit the activation signal to the motion planning module upon detection of insufficient braking. The motion planning module is configured to receive the vehicle's speed, the activation signal, and the brake input signal. The motion planning module is configured to generate a brake data signal containing brake data based on the received signals, the brake data including at least the acceleration data. Thus, brake data includes braking data, such as longitudinal motion data planned by the behavioral planning, like negative acceleration data (brake data). The management module is configured to transmit the activation signal to the motion planning module only if the braking force is insufficient.The management module can detect insufficient braking if a restriction module detects an existing collision or if there is a probability of a collision exceeding a predefined threshold.

[0026] Furthermore, an eighth subsystem is provided with the restriction module, which is configured to receive the speed and the environmental data signal, as well as to recognize restrictions on the movement of the vehicle based on the driving situation, the speed of the vehicle, and the received environmental data signal with the detected objects, and wherein the restriction module is configured to generate an in-lane signal which carries the detected restrictions as a signal, and wherein the restriction module is further configured to detect an existing collision based on the received signals and to terminate the activation of the emergency braking assistance system if no collision can be detected.

[0027] The restrictions can include, for example, the maximum permissible speed as well as the number and location of possible destination lanes. The restriction module is thus designed to define specifications for lane-changing maneuvers, such as lane changes and evasive maneuvers. In doing so, the restriction module generates an in-lane signal that conveys the restrictions for driving in the lane.

[0028] No additional signals, such as speed, are necessary to detect a collision.

[0029] The management module is also designed to generate a warning in the event of an impending collision.

[0030] Likewise, the actuator module is designed to receive the vehicle's speed and the detected acceleration, as well as the brake data signal and the target acceleration signal, wherein the actuator module is further designed to generate a setting signal based on the received signals, wherein the setting signal causes the required actuators to be set to implement the desired braking, and wherein the actuator module is designed to transmit the setting signal to a conversion module to convert the brake data into braking.

[0031] The emergency braking assistance system uses, in particular, a camera and / or radar and / or other sensors to monitor the vehicle directly in front of it.

[0032] If the emergency braking system or its management module detects an imminent collision, a warning is generated, which can alert the driver with audible and visual cues. The architecture of the emergency braking system ensures that the signals are interconnected and logically structured, carrying all necessary information. Based on this architecture, the system prepares for braking, ensuring maximum braking force is available if the driver fails to intervene sufficiently or at all. If the driver does not brake, the system automatically applies the brakes and reduces engine power to prevent an accident or mitigate the consequences of an unavoidable collision.

[0033] The emergency braking assistance system can be activated, for example, when the vehicle is traveling faster than 60 to 70 km / h.

[0034] Furthermore, it may be limited to the close detection range, for example a distance of 15 to 20 meters to a vehicle in front.

[0035] All signals are received sequentially and contribute to the safe operation of the emergency braking assistance system.

[0036] According to the invention, the vehicle's emergency braking assistance system interacts with the driver via the input data module and the infrastructure, i.e., in this case, the road. The driver transmits and receives physical or digital information to and from the emergency braking assistance system.

[0037] The emergency braking assistance system according to the invention ensures compliance with the guidelines for model-based systems engineering (MBSE). Furthermore, the emergency braking assistance system is guaranteed to be warning-free and error-free. In addition, it can be simulated, which has the advantage of ensuring the flawless execution of the logical sequence and the absence of deadlocks (closed loops).

[0038] Such an emergency braking assistance system is characterized by reduced costs and risks, generalized requirements, standardized system descriptions, optimized development effort, increased product quality, and a shorter time-to-market. It also facilitates product compatibility through the standardization of interfaces. This type of emergency braking assistance system enables a shared understanding with customers, simplifying agreements and providing a basis for SoTIF analysis (Safety of Intended Functionality).

[0039] Furthermore, the management module can be configured to generate an emergency brake warning and an output module can be provided, wherein the output module is configured to issue the emergency brake warning.

[0040] The emergency braking assistance system thus provides an acoustic / haptic / optical output, the emergency braking warning, which is returned to the driver, as well as corresponding longitudinal dynamics during emergency braking.

[0041] The emergency braking assistance system supports the driver during critical braking maneuvers by providing longitudinal braking assistance. This helps the driver avoid an accident and simultaneously provides an emergency braking warning. Furthermore, the maneuver tool prevents unnecessary braking.

[0042] Further development includes a twelfth subsystem, which has a conversion module for receiving the setting signal and for converting the received setting signal based on a received supply voltage using the necessary actuators.

[0043] This ensures that the emergency braking can be reliably implemented, i.e., applied to the roadway (infrastructure). Furthermore, the twelfth subsystem can include a feedback module that provides feedback on the actual implementation of the braking action.

[0044] Furthermore, in a further embodiment, a third subsystem with a peripheral object module for determining measured values ​​from peripheral sensors and a status (online / off...) of peripheral objects is provided, wherein the peripheral object module is configured to generate a peripheral signal which carries the status (online / off...) of the peripheral objects and a respective measured value from a respective peripheral sensor as information, and wherein a fourth subsystem with a motion module is provided which is configured to determine a speed of the vehicle, and wherein a fifth subsystem is provided with an (energy) capacity module for acquiring energy information, here the energy required for the actuators / sensors, and for generating a capacity signal which carries the energy information as a signal.The management module is designed to receive the activation request signal (first subsystem) and the brake input signal as well as the speed (fourth subsystem) as well as the capacity signal as well as the peripheral signal (third subsystem) as well as the driver status signal (third subsystem), and is further designed to generate an activation signal based on the received signals and the speed.

[0045] Furthermore, the management module can be used to activate other modules and can be designed to generate an activation information signal, which carries information about the activation of the emergency braking assistance system as a signal.

[0046] In particular, a sixth subsystem, comprising a sensor module, is present. This module is designed to receive a low-voltage signal and to acquire raw sensor data within a short-range detection area of ​​the vehicle using sensors. It then generates a sensor signal carrying this raw data. The sensor module (SM) scans the environment, specifically the predefined short-range detection area, and provides this data for perception. The sensor module (SM) delivers raw sensor data within the predefined short-range detection area of ​​the vehicle's surroundings using sensors such as cameras, radar, ultrasonic sensors, etc. This raw sensor data is subsequently processed. The short-range detection area can be predefined by the detection range of the sensors used.

[0047] In a further embodiment, a seventh subsystem with a processing module is provided. This module is designed to receive the sensor signal and, based on the sensor signal, to recognize dynamic entities (objects) within the raw sensor data and provide them as processed environmental data. It also generates an environmental data signal that carries the processed environmental data and, based on this signal, generates a warning signal. This allows the distance to the detected dynamic objects to be determined. Consequently, a breach of a predefined distance threshold can also be detected.

[0048] The exact location of the vehicle is not necessary for the execution of the processing module.

[0049] In further development, the eighth subsystem includes a restriction module for generating restrictions as restriction signals, at least with regard to vehicle acceleration (acceleration restriction) and speed (speed restriction). These acceleration restrictions can be longitudinal, lateral, and angular. The restriction module also provides limitations for planned vehicle maneuvers based on existing, detected driving scene conditions, such as possible restrictions when requesting a lane change, like the risk of collision (TTC - Time to Collision), etc.

[0050] Furthermore, the task is solved by a vehicle equipped with an emergency braking assistance system as described above. Additionally, a start module is present, which is configured to receive driver input and forward this input to the input data module.

[0051] Similarly, a deactivation module can be provided to receive a deactivation signal, wherein the deactivation module is configured to generate a deactivation output signal that carries the information that the emergency braking assistance system has been deactivated. Thus, for example, an accidentally activated emergency braking assistance system can be deactivated again.

[0052] Furthermore, the emergency braking assistance system can be trained to output the deactivation as information via an output module.

[0053] Furthermore, the problem is solved by a method for performing braking for a vehicle by means of an emergency braking assistance system with an emergency braking assistance architecture, wherein the emergency braking assistance system has a multitude of sensors and actuators, comprising the steps: - Providing an input data module in a first subsystem for receiving driver inputs, wherein the driver inputs include at least information about not pressing a brake pedal or pressing a brake pedal with a braking force, as well as information about activating the emergency braking assistance system, wherein the input data module is configured to generate at least one activation request signal and one brake input signal based on the driver inputs - Providing a management module in a second subsystem for receiving the activation request signal, the brake input signal, and a driver status signal describing the driver's state, as well as the vehicle's speed, and which is configured to generate an activation signal based on the activation request signal, the driver status signal, the brake input signal, and the speed, which serves to activate further modules in a predefined sequence, and wherein the management module is configured to terminate the emergency braking assistance system when sufficient braking force is detected, and wherein the management module is configured to transmit the activation signal only when the braking force is insufficient. - Providing an eighth subsystem with a restriction module configured to receive a speed and an environmental data signal carrying the processed environmental data as a signal, and wherein the restriction module is configured to detect restrictions on the movement of the vehicle based on the driving situation, the vehicle's speed, and the environmental data signal, and wherein the restriction module is configured to generate an in-lane signal carrying the detected restrictions as a signal, and wherein the restriction module is further configured to detect an existing collision as a probability exceeding a predetermined collision threshold based on the received signals, and to terminate the activation of the emergency braking assistance system if no collision is detectable. - Providing a maneuver tool for receiving the activation signal and an in-lane signal, wherein the maneuver tool is configured to check, based on the in-lane signal, which includes restrictions for a future driving maneuver at least with respect to a preceding lane, and the activation signal, whether braking is present, and if not present, to forward the activation signal as an activation signal, - Providing a target trajectory module in a ninth subsystem for receiving an acceleration limit, which provides restrictions for acceleration as an acceleration limit as well as a speed limit, and for receiving the activation signal forwarded by the maneuver tool as well as a detected acceleration of the vehicle, wherein the target trajectory module is configured, based on the received signals, to generate a target trajectory with a target acceleration and to generate a target acceleration signal, based on the generated target trajectory with the target acceleration. - Providing a motion plan module in a tenth subsystem, wherein the management module is configured to transmit the activation signal to the motion plan module upon detection of insufficient braking, wherein the motion plan module is configured to receive the vehicle speed as well as the activation signal and the brake input signal, wherein the motion plan module is configured to generate a brake data signal with brake data based on the received signals, wherein the brake data includes at least the acceleration data, - Providing an actuator module in an eleventh subsystem for receiving the vehicle speed and the detected acceleration as well as the brake data signal and the target acceleration signal, wherein the actuator module is configured to generate a setting signal based on the received signals, wherein the setting signal causes the required actuators to implement the desired braking, and wherein the actuator module is configured to transmit the setting signal to a conversion module for converting the brake data into braking.

[0054] The advantages or advantageous configurations of the emergency brake assist system and its architecture can be transferred to the method. In particular, the method is designed to be implemented on the emergency brake assist system according to the invention. The emergency brake assist system can be implemented in a simulated form, i.e., sensors, actuators, and modules can be virtually configured for simulation.

[0055] Further features and advantages of the present invention will become apparent from the following description with reference to the accompanying figures. These show: Fig. 1: An emergency braking assistance architecture in detail, Fig. 2: an emergency braking assistance system with a deactivation module in a first version. Fig. 3: an emergency braking assistance system with a deactivation module in a second version.

[0056] Fig. Figure 1 shows an emergency braking assistance system 1 with an emergency braking assistance architecture 3. The emergency braking assistance system includes a large number of sensors and actuators.

[0057] Furthermore, the emergency brake assist architecture 3, and thus the emergency brake assist system 1, includes a first subsystem C1 which has an input data module EM for receiving driver inputs. These driver inputs can be made manually, for example by pressing a switch / button, thereby activating the emergency brake assist system 1. The emergency brake assist system 1 can also be configured so that it only activates above a predefined speed.

[0058] For example, the emergency braking assistance system 1 can only be activated automatically or manually above a speed of 60-70 km / h. Based on this, the input data module EM is configured to generate an activation request signal (Scenario Activation Request).

[0059] Furthermore, the driver inputs include whether or not the brake pedal is pressed, and the corresponding braking force applied when the brake pedal is pressed. Based on this information, the input data module EM generates a brake pedal input signal, which carries the information about whether and with what braking force the brake pedal is pressed or not, as a digital signal.

[0060] Furthermore, a third subsystem, C3, is present. This includes a peripheral object module, PM, which records the measured values ​​from peripheral sensors as information, as well as the status (online / off...) of the peripheral objects, including sensors and actuators, in order to indicate the availability and readiness of these peripheral objects.

[0061] Peripheral sensors are primarily those irrelevant to vehicle movement, such as a rain sensor, internal and external thermometers, a seatbelt sensor, a seat sensor, etc. This means that the measured values ​​from these peripheral sensors, which are irrelevant to movement, are recorded. Furthermore, the status of the peripheral sensors and the peripheral objects connected to them is recorded, such as availability, errors, offline status, etc.

[0062] Similarly, the peripheral object module PM is designed to generate a peripheral signal (Internal Peripherals State) which carries the status (online / off...) and the measured values ​​of the peripheral sensors as information.

[0063] Furthermore, the third subsystem, C3, includes a Driver State Information System (FS) that provides information on the driver's state, such as tired, active, etc. Using appropriate sensors and actuators, the FS detects the driver's condition, for example, whether the driver blinks more than usual, narrows or closes their eyes, and tilts their head at an odd angle. It can also determine whether the driver is looking at the road and whether they are actually paying attention or merely staring absently. Based on this information, the FS generates a Driver State Information signal, which displays the detected state of the driver.

[0064] Likewise, a fourth subsystem C4 is present with a motion module EgoM, which is designed to detect speed and acceleration using suitable sensors, where acceleration is the rate of change of the vehicle speed in relation to time, for example by using sensors such as IMU, chassis sensors and compass.

[0065] Furthermore, a fifth subsystem, C5, is present, containing an energy capacity module (KP) that determines the current, temperature, and, if applicable, the state of charge in an electric vehicle with a battery. The capacity module (KP) determines the energy required for braking maneuvers as energy information. Additionally, the capacity module (KP) generates a capacity signal (Battery SOC) that carries this energy information.

[0066] Likewise, a second subsystem C2 is present, which has a management module VM.

[0067] The second subsystem C2 is intertwined with the first subsystem C1, the third subsystem C3, the fourth subsystem C4, and the fifth subsystem C5.

[0068] Furthermore, the management module VM is designed to receive the activation request signal, the brake input signal, the speed signal, the capacity signal, the peripheral signal, and the driver status signal as information, and is also designed to generate an activation signal (Scenario Activation Command) based on this information, which serves to activate further modules, and in particular to generate an activation information signal which carries information about the activation of the emergency brake assist system.

[0069] Furthermore, the management module can be configured to generate an emergency brake warning and an output module can be provided, wherein the output module AusM is configured to issue the emergency brake warning (Warning).

[0070] Furthermore, the management module can be used to activate other modules and can also be configured to generate an activation information signal (Active, Warning), which conveys information about the activation of the emergency braking assistance system. The activation information signal can also be output via the output module AusM.

[0071] Likewise, the fifth subsystem C5 has an energy module EngM, which is designed to provide electrical energy for the sensors and actuators, as well as to generate an electrical energy signal that carries the electrical energy for the requested sensors / actuators as a high voltage (i.e., voltage above a certain threshold) as well as a low voltage.

[0072] Furthermore, a sixth subsystem, C6, is present, comprising a sensor module, SM. This module is designed to receive a low-voltage signal and to acquire raw sensor data within a predefined proximity range of the vehicle using existing sensors. It then generates a sensor signal (short-range detection) that carries this raw data. The sensor module SM scans the environment, specifically the predefined proximity range, and provides this data for perception. The sensor module SM delivers raw sensor data within the predefined proximity range in the vehicle's environment using sensors such as cameras, radar, ultrasonic sensors, etc. The proximity range can be predefined by the detection range of the sensors used.

[0073] Likewise, a seventh subsystem, C7, is present, containing a processing module called POV. This module is designed to receive the sensor signal and to recognize dynamic entities (objects) within the raw sensor data of the vehicle's predefined near-field detection range based on this signal. It then provides this information as processed environmental data and generates an environmental data signal (Dynamic Entities) that carries this processed environmental data. Such objects can be detected in the raw sensor data using conventional methods, such as pattern recognition.

[0074] Thus, the POV processing module describes the dynamic objects as processed environmental data within the vehicle's proximity detection range. For example, the distance to the dynamic entities can be determined. Precise vehicle location is not required for the POV processing module to execute.

[0075] The raw sensor data can remain unchanged in form but undergo additional processing or transformation. The processed sensor data may have undergone modifications to the raw data without fundamentally altering the data format. An example of processed environmental data is an image, which can be modified but remains an image, unlike converting a pixel-based image into a list of objects. The environmental data signal contains processed raw sensor data from dynamic entities within the predefined near-detection range.

[0076] Furthermore, an eighth subsystem, C8, is present, containing a BMS (Border Management System) that provides restrictions for driving in the lane, for example, for emergency braking and safe stopping within the lane. These restrictions can include, for instance, the maximum permissible speed and the number and location of possible destination lanes. The BMS is thus configured to define specifications for lane-changing maneuvers, such as lane changes and evasive maneuvers. The BMS generates an in-lane driving constraint signal, which conveys the restrictions for driving in the lane.

[0077] To detect restrictions on the vehicle's movement, the BMS restriction module receives the vehicle's speed as a signal, as well as the environmental data signal.

[0078] The BMS (Brake Management System) is also designed to detect an existing collision based on the received signals and to deactivate the emergency braking system if no collision is detected. Furthermore, the management module can generate and issue a warning in the event of an impending collision.

[0079] Furthermore, the eighth subsystem includes a constraint module, EschM, for providing restrictions, at least with regard to acceleration (Acceleration Constraints) and speed (Speed ​​Constraints Contains), as restriction signals. These acceleration constraints can be longitudinal, lateral, and angular. The EschM constraint module also provides restrictions for planned vehicle maneuvers based on existing, detected driving scene conditions, such as possible restrictions when requesting a lane change, like the risk of collision (TTC - Time to Collision), etc.

[0080] Movement data, existing detected objects, and position data are not required as input.

[0081] Similarly, a maneuver tool MT is present in a tenth subsystem C10, which checks whether braking is already in place or initiated based on the in-lane signal and the activation signal. If no braking is present, the activation signal is forwarded.

[0082] Furthermore, a ninth subsystem, C9, is present, which includes a target trajectory module, ZM, designed to plan the required path for the vehicle in the longitudinal and lateral directions with respect to steering, braking, and acceleration. To this end, the target trajectory module ZM generates a target trajectory with a target acceleration and a target acceleration signal based on the received acceleration and speed limits, the activation signal (maneuver tool) forwarded by the maneuvering tool, and the vehicle's detected acceleration.

[0083] Furthermore, the tenth subsystem, C10, is present, which includes a motion planning module (MovM) for providing requests to various motion controllers to control different motion actuators. The MovM motion planning module is configured to receive the vehicle's speed, the activation signal from the management module (VM), and the brake input signal. Based on this, the MovM motion planning module generates a planned braking data signal, which specifies braking data such as negative acceleration data (brake data). The management module (VM) transmits the activation signal if insufficient braking occurs.

[0084] Furthermore, an eleventh subsystem C11 with an actuator module AktM is provided for receiving the vehicle's speed and the detected acceleration, as well as the brake data signal and the target acceleration signal, wherein the actuator module is configured to generate a setting signal (Desired Effort) based on the received signals, wherein the setting signal causes the required actuators to be set for implementing the desired braking, and wherein the actuator module is configured to transmit the setting signal to a conversion module UmsetzungM for converting the brake data into braking.

[0085] The setting signal is sent via a conversion module (UmsetzungM) to the actuators for the conversion of the brake data as well as the speed of the vehicle.

[0086] Furthermore, the twelfth subsystem, C12, contains the conversion module "UmsetzungM" (ConversionM), which converts the received setting signal into longitudinal dynamics based on a received high-voltage voltage using the necessary actuators that translate the physical longitudinal information. These physical values ​​include various longitudinal dynamic parameters of the vehicle, such as longitudinal speed, longitudinal acceleration, etc.

[0087] The twelfth subsystem, C12, features a feedback module, FeedM, which transmits feedback on the actual implementation to the actuator module, AktM, as feedback (Actuator Generated Effort). For this purpose, the FeedM feedback module is designed to receive a high-voltage signal. This feedback can then be taken into account when a setting signal is regenerated.

[0088] The VM management module is also trained to generate an emergency brake warning.

[0089] Furthermore, subsystem 1 has an output module AusM which is designed to display the emergency braking warning to the driver as information, for example via a display.

[0090] The emergency braking assistance system 1 provides an acoustic / haptic / optical output that is returned to the driver as well as corresponding longitudinal dynamics.

[0091] The emergency braking assistance system 1 supports the driver during critical braking maneuvers by providing longitudinal braking assistance. This helps the driver avoid an accident and simultaneously provides an emergency braking warning. Furthermore, the maneuver tool prevents unnecessary braking.

[0092] All signals are received sequentially and contribute to the safe operation of the emergency braking assistance system 1.

[0093] Furthermore, such an architecture can be simulated, which has the advantage of ensuring the flawless execution of the logical sequence and the absence of deadlocks.

[0094] Fig. Figure 2 shows a vehicle equipped with an emergency braking assistance system 1.

[0095] A start module (StM) may be present, which is configured to receive driver input from the driver or a user. The start module (StM) may have a switch / button configured to allow activation when a predefined speed is exceeded. This activation can then be received by the input data module (EM) as driver input.

[0096] In addition, the StM start module can include pedals that receive driver inputs such as the actuation and braking force or non-actuation of the brake pedal.

[0097] Based on this information, the input data module EM generates the brake input signal, which contains the information on whether and with what braking force the brake pedal is being pressed by the driver.

[0098] The emergency braking assistance system 1 uses the implementation module ImplementationM to convert physical longitudinal information into real-world data, which is then applied to the road, i.e., the infrastructure. This real-world data includes various longitudinal dynamic parameters of the vehicle, such as longitudinal speed, longitudinal acceleration, etc.

[0099] Furthermore, the vehicle has an HMI interface, for example, the output module as a display, which is designed to show the emergency braking warning to the driver. The HMI can also indicate to the driver that the emergency braking assistance system 1 is active. Furthermore, the vehicle may have a deactivation module (DeM). This can be implemented as a separate module. Based on an input, the start module (StM) generates a deactivation signal (Scenario Deactivation Request) which deactivates the emergency braking assist system 1. The deactivation module (DeM) can then generate corresponding information (Feedback to Occupant, Inactive) for display.

[0100] Fig. Figure 3 indicates a deactivation module (DeM) for receiving a deactivation signal (Deactivation Request scenario) from the emergency braking assistance system 1. The deactivation module (DeM) is integrated into the management module (MV). Reference symbol list 1 Emergency braking assistance system 3 Emergency Brake Assistance Architecture EM Input Data Module VM Management Module PM Peripheral Object Module FS Driver Status Information System EgoM movement module KP Capacity Module EngM Energy Module SM Sensor Module POV Processing Module BMS Restriction Module EschM Restriction Module MT Maneuver Tool ZM Target Trajectory Module MovM Movement Planning Module Actuator module (AktM) Implementation module FeedM feedback module From output module DeM deactivation module HMI HMI interface Infrastructure

Claims

[1] Emergency braking assistance system (1) with an emergency braking assistance architecture (3) for performing braking for a vehicle, with a plurality of sensors and actuators comprising the emergency braking assistance architecture (3): a first subsystem (C1) with at least one input data module (EM) for receiving driver inputs, wherein the driver inputs include at least one brake pedal input, which includes not pressing or pressing a brake pedal with a braking force as well as activating the emergency brake assist system (1), wherein the input data module (EM) is configured to generate at least one activation request signal and one brake input signal based on the driver inputs, a second subsystem (C2) with a management module (VM) which is configured to receive the activation request signal, the brake input signal, a driver status signal describing the driver's state, and the vehicle's speed, and is further configured to generate an activation signal based on the activation request signal, the driver status signal, the brake input signal, and the speed, which serves to activate further modules in a predefined sequence, and wherein the management module (VM) is configured to terminate the emergency braking assistance system (1) when sufficient braking force is detected, and wherein the management module (VM) is configured to transmit the activation signal only when the braking force is insufficient. an eighth subsystem (C8) comprising a restriction module (BMS) configured to receive a speed and an environmental data signal carrying the processed environmental data as a signal, and wherein the restriction module (BMS) is configured to detect restrictions on the movement of the vehicle based on the driving situation, the vehicle speed, and the environmental data signal, and wherein the restriction module (BMS) is configured to generate an in-lane signal carrying the detected restrictions as a signal, and wherein the restriction module (BMS) is further configured to detect an existing collision as a probability exceeding a predetermined collision threshold based on the received signals, and also to terminate the activation of the emergency braking assistance system (1) if no collision is detectable. A maneuver tool (MT) is provided for receiving the activation signal and an in-lane signal, wherein the maneuver tool (MT) is configured to check, based on the in-lane signal, which includes restrictions for a future driving maneuver at least with respect to a preceding lane, and the activation signal, whether braking is present, and if not present, to forward the activation signal as an activation signal. a ninth subsystem (C9) with a target trajectory module (ZM) for receiving an acceleration limit, which provides limits for acceleration as an acceleration limit, as well as a speed limit, and for receiving the activation signal forwarded by the maneuver tool (MT) and a detected acceleration of the vehicle, wherein the target trajectory module (ZM) is configured, based on the received signals, to generate a target trajectory with a target acceleration and to generate a target acceleration signal, based on the generated target trajectory with the target acceleration. A tenth subsystem (C10) is provided with a motion plan module (MovM), wherein the management module (VM) is configured to transmit the activation signal to the motion plan module (MovM) upon detection of insufficient braking, wherein the motion plan module (MovM) is configured to receive the vehicle speed as well as the activation signal and the brake input signal, and wherein the motion plan module (MovM) is configured to generate a brake data signal with brake data based on the received signals, wherein the brake data includes at least the acceleration data. an eleventh subsystem (C11) with an actuator module (AktM) for receiving the vehicle speed and the detected acceleration as well as the brake data signal and the target acceleration signal, wherein the actuator module (AktM) is configured to generate a setting signal based on the received signals, wherein the setting signal causes the required actuators to implement the desired braking, and wherein the actuator module (AktM) is configured to transmit the setting signal to a conversion module (UmsetzungM) for converting the brake data into braking. [2] Emergency braking assistance system (1) according to claim 1, characterized by , that the management module (VM) is configured to generate an emergency brake warning and wherein an output module (AusM) is provided, wherein the output module (AusM) is configured to output the emergency brake warning. [3] Emergency braking assistance system (1) according to any one of the preceding claims, characterized by , that a twelfth subsystem (C12) is provided which has a conversion module (ConversionM) for receiving the setting signal and for converting the received setting signal on the basis of a received supply voltage by means of the necessary actuators. [4] Emergency braking assistance system (1) according to claim 3, characterized by , that the twelfth subsystem (C12) has a feedback module (FeedM) which transmits feedback on the actual implementation in relation to the braking that has taken place. [5] Emergency braking assistance system (1) according to claim 4, characterized by , that the actuator module (ActM) is designed to take into account the feedback when a setting signal is regenerated. [6] Emergency braking assistance system (1) according to any one of the preceding claims, characterized by, that a third subsystem (C3) with a peripheral object module (PM) for determining measured values ​​from peripheral sensors and a status of peripheral objects is present, wherein the peripheral object module (PM) is configured to generate a peripheral signal which carries the status of the peripheral objects and a respective measured value from a respective peripheral sensor as information, and wherein a fourth subsystem (C4) with a motion module (EgoM) is present, which is configured to determine a speed of the vehicle, and wherein a fifth subsystem (C5) is present, with an (energy) capacity module (KP) for acquiring energy information and for generating a capacity signal which carries the energy information as a signal,and wherein the management module (VM) is configured to receive the activation request signal, the brake input signal, the speed signal, the capacity signal, the peripheral signal, and the driver status signal, and is further configured to generate an activation signal based on the received signals and the speed, which serves to activate other modules. [7] Emergency braking assistance system (1) according to any one of the preceding claims, characterized by , that a sixth subsystem (C6) is present, with a sensor module (SM) which is designed to receive a low voltage voltage and which is designed to acquire sensor raw data in a near detection area of ​​the vehicle using sensors and to generate a sensor signal which carries the sensor raw data. [8] Emergency braking assistance system (1) according to claim 7, characterized by, that a seventh subsystem (C7) with a processing module (POV) is present which is designed to receive the sensor signal and is designed to recognize dynamic entities within the sensor raw data based on the sensor signal and to provide them as processed environmental data, and to generate an environmental data signal which carries the processed environmental data as a signal. s [9] Emergency braking assistance system (1) according to claim 8, characterized by , that the eighth subsystem (C8) has a restriction module (EschM) for generating restrictions as restriction signals at least with regard to an acceleration of the vehicle as an acceleration restriction and a speed as a speed restriction. [10] Vehicle with an emergency braking assistance system (1) according to any of the preceding claims. [11] Vehicle according to claim 10, characterized by, that a start module (StM) is present which is trained to receive driver inputs from a driver, wherein the start module is trained to forward the driver inputs to the input data module (EM). [12] Vehicle according to claim 11 or 10, characterized by , that a deactivation module (DeM) is provided for receiving a deactivation signal, wherein the deactivation module (DeM) is configured to generate a deactivation output signal which carries the deactivation of the emergency braking assistance system (1) as information. [13] Vehicle according to claim 12, characterized by , that the emergency braking assistance system (1) is designed to output the deactivation as information via an output module (OutM). [14] Method for performing braking for a vehicle by means of an emergency braking assistance system (1) with an emergency braking assistance architecture (3), wherein the emergency braking assistance system (1) comprises a plurality of sensors and actuators, comprising the steps: - Providing an input data module (EM) in a first subsystem (C1) for receiving driver inputs, wherein the driver inputs include at least information about not pressing a brake pedal or pressing a brake pedal with a braking force, as well as information about activating the emergency braking assistance system (1), wherein the input data module (EM) is configured to generate at least one activation request signal and one brake input signal based on the driver inputs - Providing a management module (VM) in a second subsystem (C2) for receiving the activation request signal, the brake input signal, and a driver status signal describing the driver's state, as well as the vehicle's speed, and which is configured to generate an activation signal based on the activation request signal, the driver status signal, the brake input signal, and the speed, which serves to activate further modules in a predefined sequence, and wherein the management module (VM) is configured to terminate the emergency braking assistance system (1) when sufficient braking force is detected, and wherein the management module (VM) is configured to transmit the activation signal only when the braking force is insufficient. - Providing an eighth subsystem (C8) with a restriction module (BMS) configured to receive a speed and an environmental data signal carrying the processed environmental data as a signal, and wherein the restriction module (BMS) is configured to detect restrictions on the movement of the vehicle based on the driving situation, based on the speed of the vehicle and the environmental data signal, wherein the restriction module (BMS) is configured to generate an in-lane signal carrying the detected restrictions as a signal, and wherein the restriction module (BMS) is further configured to detect an existing collision as a probability above a predetermined threshold for a collision based on the received signals, as well as to terminate the activation of the emergency braking assistance system (1) if no collision is detectable. - Providing a maneuver tool (MT) for receiving the activation signal and an in-lane signal, wherein the maneuver tool (MT) is configured to check, based on the in-lane signal, which includes restrictions for a future driving maneuver at least with respect to a preceding lane, and the activation signal, whether braking is present, and if not present, to forward the activation signal as an activation signal, - Providing a target trajectory module (TM) in a ninth subsystem (C9) for receiving an acceleration limit, which provides limits for acceleration as an acceleration limit, as well as a speed limit, and for receiving the activation signal forwarded by the maneuver tool (MT) and a detected acceleration of the vehicle, wherein the target trajectory module (TM) is configured, based on the received signals, to generate a target trajectory with a target acceleration and to generate a target acceleration signal, based on the generated target trajectory with the target acceleration. - Providing a motion plan module (MovM) in a tenth subsystem (C10), wherein the management module (VM) is configured to transmit the activation signal to the motion plan module (MovM) upon detection of insufficient braking, wherein the motion plan module (MovM) is configured to receive the vehicle speed as well as the activation signal and the brake input signal, wherein the motion plan module (MovM) is configured to generate a brake data signal with brake data based on the received signals, wherein the brake data includes at least the acceleration data, - Providing an actuator module (ActM) in an eleventh subsystem (C11) for receiving the vehicle speed and the detected acceleration as well as the brake data signal and the target acceleration signal, wherein the actuator module (ActM) is configured to generate a setting signal based on the received signals, wherein the setting signal causes the required actuators to implement the desired braking, and wherein the actuator module (ActM) is configured to transmit the setting signal to a conversion module (ConversionM) for converting the brake data into braking.

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