Lane Keeping Assist System and Procedures

Abstract

The invention relates to a lane keeping assist system (1) for a vehicle, the lane keeping assist system (1) comprising several sensors and actuators, and a lane keeping assist system architecture (3), wherein the lane keeping assist system architecture (3) comprises several subsystems (C1-C13) which host different modules, the modules accessing each other, as well as a procedure and a vehicle.

Description

[0001] The invention relates to a lane keeping assistance system for a vehicle comprising several sensors and actuators, the lane keeping assistance system having a lane keeping assistance system architecture and a method.

[0002] Lane keeping assistance systems are known from the prior art; these systems support a driver in keeping the vehicle in the lane ahead. They are designed to prevent unintentional lane departures and thus avoid accidents. These systems have actuators that can apply a steering torque to the steerable wheels, thereby influencing the steering angle and moving the vehicle back into the lane ahead.

[0003] DE 10 2022 121 581 A1 concerns vehicles with lane keeping assistance systems that modulate the steering torque or power steering to prevent unintentional lane changes. The modulation is based on the detected driver attention, thereby increasing driving safety.

[0004] DE 10 2022 108 654 A1 discloses vehicles with lane keeping assistance systems that modulate the steering torque depending on the driver's attention.

[0005] Such a lane keeping assistance system is disclosed in DE 10 2013 002 212 A1 as a method and device for determining a corrective steering torque of a lane keeping assistant, wherein the lane keeping assistant generates a control steering torque, wherein the magnitude of the corrective steering torque of the lane keeping assistant is formed by the difference between the magnitude of the control steering torque and the magnitude of the driver's steering torque generated by the driver.

[0006] It is therefore an object of the invention to provide an improved lane keeping assistance system, as well as a vehicle with such a lane keeping assistance system and a method.

[0007] The problem is solved by a lane keeping assist system for a vehicle with the features of claim 1, as well as a method with the features of claim 13 and a vehicle with the features of claim 14. Advantageous embodiments of the invention are the subject of the dependent claims.

[0008] The task is solved by a lane keeping assist system for a vehicle, the lane keeping assist system comprising several sensors and actuators, and a lane keeping assist system architecture, wherein the lane keeping assist system architecture comprises a first subsystem which includes an input data module for receiving and recognizing driver inputs, wherein the driver inputs include at least an activation request to request the lane keeping assist system as well as a gear selector position to recognize an engaged forward or reverse gear, as well as an ignition input and a steering wheel input which recognizes a steering wheel input, and wherein the input data module is used to generate a digital activation request signal, a digital gear selector position signal, a digital ignition signal and a digital steering signal based on the activation request, the gear selector position,the ignition input and the steering wheel input are configured as driver inputs, a second subsystem with a management module is provided, wherein the management module is configured to receive the activation request signal, the switch lever position signal, the ignition signal and the steering signal, as well as at least a driver status signal for detecting a driver's attention deficit, and the vehicle speed, and wherein the management module is configured to cancel the activation request based on a detected engaged reverse gear and, in the case of a detected engaged forward gear, to generate an activation signal for activating the lane keeping assist system based on the received signals, which causes at least one further module to be activated in a predetermined sequence, wherein a ninth subsystem is provided with a maneuver module and motion plan module, and wherein the management module is configured to transmit the activation signal and the steering signal to the motion plan module upon a steering wheel input detected by the steering signal, wherein the motion plan module is configured based on the steering wheel input and a received

[0009] To plan a motion control system based on speed and the activation signal, as a motion control signal to generate a lateral movement of the vehicle, wherein the management module is trained to transmit the activation signal to the maneuvering module in the event of a detected attention deficit, which is trained to detect a deviation of the vehicle in relation to its own vehicle lane, and to discard the activation signal if no deviation is detected, and wherein a tenth subsystem is provided with a target trajectory module and wherein the maneuver module is configured to transmit the activation signal to the target trajectory module upon detection of a deviation in order to plan the target trajectory with respect to a desired lateral target position and wherein An eleventh subsystem with an actuator module is present, which is designed to receive the speed, the desired lateral target position or the motion control signal and to generate an actuator setting as a setting signal based on the received signals for implementing a future movement of the vehicle and to transmit the setting signal to a conversion module for implementing the setting signal at least as lateral dynamics and longitudinal dynamics to be executed.

[0010] According to the invention, the lane keeping assist system interacts with the driver and the infrastructure, i.e., the road, through the movement that has taken place. The driver sends and receives (physical or digital) information to and from the system, while the infrastructure also sends information such as map data, GNSS data, etc., and receives information such as vehicle dynamics.

[0011] For the lane keeping assist system to activate, it receives the ignition input, steering input, and a request to activate the system from the driver. The lane keeping assist system then makes the steering decision. It provides two outputs: longitudinal dynamics (the vehicle's physical movement lengthwise) and lateral dynamics (steering torque), which are transmitted to the road surface infrastructure. The second output is an activation indicator that signals when the lane keeping assist system has been activated, which is then returned to the driver.

[0012] To deactivate the lane keeping assist system, the driver sends a request to the system to deactivate it. The system is then deactivated. The system then outputs a message indicating that it has been deactivated.

[0013] 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.

[0014] 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.

[0015] In this process, one signal can be received and others can be requested. According to the invention, the individual subsystems / modules access all other subsystems / modules directly or indirectly and thus process the outputs / inputs or provide input signals.

[0016] The management module manages the entire system behavior of the architecture, that is, what behavior occurs when the modules are executed, in what order, and under what conditions and circumstances.

[0017] According to the invention, an input data module for receiving and recognizing driver inputs is provided, wherein the driver inputs comprise at least an activation request for requesting the lane keeping assist system as well as a switch lever position for recognizing an engaged forward or reverse gear, as well as an ignition input and a steering wheel input which recognizes a steering wheel input, and wherein the input data module is configured to generate a digital activation request signal, a digital switch lever position signal, a digital ignition signal and a digital steering signal based on the activation request, the switch lever position, the ignition input and the steering wheel input as driver inputs.

[0018] The switch lever position can include anything that serves to detect whether a reverse or forward gear is engaged.

[0019] Furthermore, the management module is provided, wherein the management module is designed to receive the activation request signal, the gear selector position signal, the ignition signal, and the steering signal, as well as at least one driver status signal for detecting a driver's attention deficit, i.e., whether the driver is drowsy, tired, or distracted, and the vehicle's speed. The management module is designed to cancel the activation request based on a detected reverse gear being engaged and, upon detection of a detected forward gear being engaged, to generate an activation signal for the lane keeping assist system based on the received signals, which then activates further modules in a predefined sequence.

[0020] The management module can also append processed signal inputs to the activation signal. It 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, which carries this information and is forwarded to the corresponding modules. This ensures that the sequence of signals and the individual modules / functions to be addressed are known.

[0021] The maneuvering module and the motion planning module are also included. The management module is configured to transmit the activation signal to the motion planning module upon detection of a steering input via the steering signal. The motion planning module, based on the provided steering input, received speed, and the received activation signal, is then configured to plan a motion control signal to generate a lateral movement of the vehicle. Such a steering input can indicate that the driver is attentive.

[0022] Furthermore, the management module is trained to transmit the activation signal to the maneuver module in the event of a detected attention deficit. The maneuver module is trained to detect a deviation of the vehicle in relation to its own lane, and to discard the activation signal if no deviation is detected.

[0023] Furthermore, a tenth subsystem with a target trajectory module is provided, wherein the maneuver module is designed to transmit the activation signal to the target trajectory module in the event of a detected deviation, for the purpose of planning the target trajectory with respect to a desired lateral target position.

[0024] Furthermore, the actuator module is present, which is designed to receive the speed, the desired lateral target position, or the motion control signal. Based on this, the actuator module generates the setting signal as the desired longitudinal dynamics (i.e., the physical movement of the vehicle in the longitudinal direction) and lateral dynamics (i.e., the physical movement of the vehicle in the lateral direction) for the vehicle's actuators and control systems to achieve the desired longitudinal and lateral motion. This means that the actuator module calculates the force that must be generated by the motion actuators, which is required by converting the actuator request into the corresponding longitudinal and lateral motion. The actuator module sends this as a setting signal to the motion actuators.

[0025] The lane keeping assist system according to the invention ensures compliance with the guidelines for model-based systems engineering (MBSE). Furthermore, the lane keeping assist 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).

[0026] The lane keeping assistance system according to the invention is also characterized by a reduction in costs and risks, as well as a generalization of requirements, standardization of the system description, optimization of development effort, increased product quality, and a shorter time-to-market. It also facilitates the compatibility of products with one another through the standardization of interfaces. Such a lane keeping assistance system enables a shared understanding with customers to facilitate agreements and serves as a basis for SoTIF analysis (Safety of Intended Functionality).

[0027] The lane keeping assistance system according to the invention, through its architecture, incorporates all necessary inputs and outputs required for maintaining the vehicle's lane position. Furthermore, this lane keeping assistance system architecture is logic-controlled with the aid of key decision nodes and control flows.

[0028] Further training includes a driver state detection module for recognizing driver attention deficits, i.e., detecting whether the driver is drowsy, tired, or distracted, and generating a driver state signal based on this information. Suitable sensors, such as a camera for facial and gaze detection, may be used for this purpose.

[0029] In a further embodiment, a peripheral module is provided for detecting measured values ​​from peripheral sensors and the status of peripheral objects, particularly including sensors and actuators, in order to indicate the availability and readiness of these peripheral objects. This module is configured to generate a peripheral signal that carries the measured values ​​of the peripheral sensors and the status of the peripheral objects as information and is further configured to transmit this information to the management module for consideration in the generation of the activation signal. This means that the peripheral module determines the measured values ​​of predefined peripheral sensors and their status, as well as the status of the peripheral objects.

[0030] 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 ​​of these peripheral sensors, which are irrelevant to movement, are recorded. The status of the peripheral sensors is also recorded, such as availability, fault, or offline status.

[0031] In further development, the maneuver module is designed to receive detected, characterized static objects and characterized dynamic objects within a forward detection horizon, as well as to receive speed, an in-lane signal (carrying lane restrictions), an activation signal, and a lane change restriction signal (carrying lane change restrictions). A detection horizon module is included, providing a detection horizon signal across the entire sensor range, as required by the lane keeping assist system. This allows existing sensors and / or algorithms to be configured with respect to the detection horizon, ensuring reliable object detection within the defined detection horizon. The detection horizon here primarily refers to the forward road / area.

[0032] In further training, the maneuvering module is trained to check, based on received signals, whether the vehicle is deviating from its lane or remaining within its lane. If no deviation is detected, the activation signal is discarded. If a deviation is detected, the activation signal is transmitted to the target trajectory module for planning the target trajectory with respect to a desired lateral target position.

[0033] Furthermore, a restriction module can be provided to supply restrictions, at least with regard to vehicle acceleration and speed, as restriction signals. This module generates the restrictions based on the driving scene conditions. The acceleration restriction can include limitations on the vehicle's acceleration with respect to longitudinal, lateral, and angular acceleration. The restriction module also provides restrictions for the vehicle's planned maneuver based on existing, detected driving scene conditions, such as possible restrictions on lane change requests, like a collision risk (TTC - Time to Collision), etc.

[0034] Further training includes an actuator restriction module for generating an actuator restriction signal, which provides restrictions at least with regard to acceleration and speed, for example with regard to the actuator settings / change rate, in relation to the actuators to be set.

[0035] In further training, the target trajectory module is trained to plan the future target trajectory for the vehicle with respect to a future lateral target position based on a received activation signal, the vehicle's yaw rate, pitch rate, and roll rate, as well as on the detection of characterized static and dynamic objects within a detection horizon in the direction of travel, and on restriction signals and actuator restriction signals. The pitch rate is defined as the rate of change of an existing vehicle tilt angle over time, and the roll rate as the rate of change of an existing roll angle of the vehicle over time.

[0036] The lateral and longitudinal dynamics are planned to achieve a desired lateral target position. Furthermore, the target trajectory module can plan the target position based on steering, braking, and / or acceleration commands to execute the lateral and longitudinal dynamics.

[0037] Further training includes an ego-position module, which is designed to determine the vehicle's absolute position based on speed, received GNSS and map data, an environmental data signal with detected dynamic objects in a forward detection horizon, and an entity data signal carrying processed raw sensor data from dynamic and static entities in the near and mid detection ranges. GNSS data consists of position and time data transmitted from a global navigation satellite system (GNSS) to a GNSS receiver. This data can be used for location determination. V2V data can contain various information such as vehicle speed, hazard zones, traffic jams, etc.

[0038] Furthermore, the Ego position module receives the environmental data signal, including the detected dynamic objects. An absolute position is a global position.

[0039] The entity data signal contains information (position, direction and speed) about dynamic / static objects (e.g. cars, trucks, bicycles, pedestrians, ...).

[0040] In a further configuration, the ego position module can be configured to determine a preliminary position when an absolute current position cannot yet be determined. This preliminary position can then be used for calculations in the other modules.

[0041] Furthermore, the task is solved by a method for implementing a lane keeping assist system with a lane keeping assist system architecture for a vehicle, with multiple sensors and actuators, comprising the following steps: - Providing an input data module in a first subsystem for receiving and recognizing driver inputs, wherein the driver inputs comprise at least an activation request to request the lane keeping assist system, a gear selector position to recognize an engaged forward or reverse gear, an ignition input, and a steering wheel input that recognizes a steering wheel input, and wherein the input data module is configured to generate a digital activation request signal, a digital gear selector position signal, a digital ignition signal, and a digital steering signal based on the activation request, the gear selector position, the ignition input, and the steering wheel input as driver inputs. - Providing a management module in a second subsystem, wherein the management module is configured to receive the activation request signal, the gear selector position signal, the ignition signal and the steering signal, as well as at least a driver status signal for detecting a driver's attention deficit, and the vehicle's speed, and wherein the management module cancels the activation request based on a detected reverse gear being engaged and, upon detection of a detected forward gear being engaged, generates an activation signal to activate the lane keeping assist system based on the received signals, which causes at least one further module to be activated in a predetermined sequence. - Providing a maneuver module and a motion plan module in a ninth subsystem, wherein the management module is trained to transmit the activation signal to the motion plan module upon a steering wheel input detected by the steering signal, wherein the motion plan module is trained, based on the provided steering wheel input, a received velocity and the activation signal, to plan a motion control as a motion control signal to generate a lateral movement of the vehicle, wherein the management module is trained to transmit the activation signal to the maneuver module upon a detected attention deficit, which is trained to detect a deviation of the vehicle with respect to its own vehicle lane, and to discard the activation signal if no deviation is detected. - Providing a target trajectory module in a tenth subsystem, wherein the maneuver module is trained to transmit the activation signal to the target trajectory module upon detection of a deviation, for planning the target trajectory with respect to a desired lateral target position, - Providing an actuator module in an eleventh subsystem, which is configured to receive the speed, the desired lateral target position, or the motion control signal, and to generate an actuator setting as a setting signal based on the received signals for implementing a future movement of the vehicle and to transmit the setting signal to a conversion module for implementing the setting signal, at least as lateral dynamics and longitudinal dynamics to be executed.

[0042] The advantages or advantageous configurations of the lane keeping assist system and its architecture can be transferred to the method. In particular, the method is designed to be implemented on the lane keeping assist system according to the invention. The lane keeping assist system can be implemented in a simulated form, i.e., sensors, actuators, and modules can be virtually configured for simulation.

[0043] Furthermore, the task is solved by a vehicle equipped with a lane keeping assist system and / or a method as described above. Additionally, a start module may be present, which is configured to receive physical driver input and forward this input to the input data module. The start module may include multiple input devices, such as a display for entering settings or a steering wheel for inputting steering input.

[0044] 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: a lane keeping assist system for a vehicle with a lane keeping assist system architecture, Fig. 2: a vehicle equipped with such a lane keeping assist system, Fig. 3: Deactivation of the lane keeping assist system.

[0045] Fig. Figure 1 shows a lane keeping assistance system 1 with a lane keeping assistance system architecture 3 according to the invention for a vehicle with multiple sensors and actuators in detail. This system has several subsystems with modules.

[0046] Modules can be software that performs a specific function, or hardware such as a chip, SoC, etc., with a corresponding software component. The modules can, for example, be located within the same computer system.

[0047] The individual subsystems C1 to C13 can serve as hosts for the corresponding modules; the subsystems can be executed in ascending order. If no value generated by another subsystem / module is yet available, a temporary default value can be used.

[0048] In this process, one signal can be received and others can be requested / generated. According to the invention, the individual subsystems or modules access all other subsystems or modules directly or indirectly and thus process the outputs / inputs or provide input signals. This means that the subsystems or modules are interconnected.

[0049] The lane keeping assist system architecture 3 features a first subsystem C1, which includes an input data module EM for receiving and recognizing driver inputs. The input data module EM generates digital signals based on these driver inputs. These inputs can be entered manually and physically by the driver or automatically.

[0050] One of the driver inputs is an activation request for the lane keeping assist system 1, which can be triggered, for example, by manually pressing a button. Other activation methods are also possible, such as a corresponding display input. Based on this, the input data module EM is designed to generate a digital activation request signal (Scenario Activation Request), which activates the lane keeping assist system 1.

[0051] Furthermore, subsystem C1 is configured to detect the gearshift lever position. This position can be changed / set, for example, by automated or manual adjustment of the gearshift lever. Other gear selection options are also possible. The system can then use the gearshift lever position to detect whether a forward or reverse gear is engaged. The input data module EM is configured to recognize a forward or reverse gear based on the detected gearshift lever position and to generate a gearshift lever position signal (Gear Lever Position Input) that carries information about the gearshift lever's position.

[0052] Furthermore, the driver inputs include information about the steering wheel input. For example, a steering wheel may be present for input. The input data module EM then generates a steering signal based on the steering wheel input.

[0053] Furthermore, the input data module EM is designed to register the ignition input. This ignition input can be for starting / operating the vehicle, but also for unlocking the vehicle's locking mechanism or anything else necessary for starting the vehicle.

[0054] Based on this, an ignition signal (ignition input) is generated. This is a converted digital signal that describes the selected ignition input of the vehicle.

[0055] Thus, the input data module EM comprises several separate modules / devices for capturing driver inputs, such as the steering wheel, gearshift lever, switches / buttons, etc., and receives corresponding signals from these modules / devices. Furthermore, the input data module EM is configured to transmit the switch lever position signal, the activation request signal, and the steering signal to a management module VM in a second subsystem C2.

[0056] A third subsystem, C3 (energy management system), is also present. This subsystem includes an energy module, EngM, which provides electrical energy for the required sensors and actuators and generates an electrical energy signal. This signal carries the electrical energy for the requested sensors / actuators as a high-voltage supply voltage (i.e., voltage above a certain threshold) and a low-voltage supply voltage (Low Voltage). The energy module EngM receives the activation signal; that is, based on the input of this signal, the energy module EngM generates the voltages or is activated.

[0057] Furthermore, subsystem C3 includes an (energy) capacity module KP, which determines the state of charge and lifespan of an electric vehicle with a battery. The capacity module KP determines the battery's lifespan and state of charge. It also generates a capacity signal (battery SOH, battery SOC). This signal indicates the battery's state of charge and lifespan, and furthermore, its ability to deliver and absorb energy and power.

[0058] Similarly, the Lane Keeping Assistance System Architecture 3 features a seventh subsystem, C7 (Scenario-Based Subsystem), with a motion module, EgoM, which is designed to detect the vehicle's speed using suitable sensors. Wheel sensors or other sensors can be used for this purpose. The motion module, EgoM, is interlinked with the energy module, EngM, to provide the necessary low-voltage supply. This interlinking of the seventh subsystem, C7, with the third subsystem, C3, creates a connection between the two.

[0059] The EgoM motion module provides the vehicle's motion data, such as speed, through the use of sensors like the IMU and / or chassis sensors and / or compass.

[0060] Furthermore, a thirteenth subsystem, C13, is present, containing a driver state detection module (FZM). This module uses a camera to detect the driver's state of attention, for example, whether the driver is blinking more than usual, whether their eyes are narrowed or closed, and / or whether they are tilting their head at an unusual angle. Other methods for detecting attention deficits are also possible. For instance, it can also include information on whether the driver is looking at the road and whether they are actually paying attention or merely staring absently.

[0061] Based on this information, the driver state detection module (FZM) generates a driver state signal indicating whether the driver has recognized the traffic situation or not, and whether an attention deficit is present. An attention deficit can be assessed using the criteria mentioned above. Other criteria can also be considered, such as fixed gaze, signs of fatigue like half-open eyes, etc. The thirteenth subsystem, C13, also includes a peripheral module (PM). This module determines the measured values ​​from the sensors, particularly the peripheral sensors, and their status.

[0062] 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. Additionally, the status (online / off, etc.) of peripheral objects, including sensors and actuators, is recorded to indicate their availability and readiness, such as availability, error, or offline status.

[0063] Furthermore, the PM peripheral module is designed to generate a peripheral signal (System Integrity) which carries the measured values ​​of the 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.

[0064] Furthermore, a second subsystem C2 (management system) with a management module VM is present.

[0065] This receives the switch lever position signal, the activation request signal and the steering signal, which are provided by the input data module EN.

[0066] Furthermore, the VM management module receives the capacity signal, the peripheral signal and the speed as well as the driver status signal.

[0067] Based on this information, the management module VM terminates the activation request signal or the activation of the lane keeping assist system 1 when it detects that the vehicle is in reverse gear or that reverse gear is engaged. The management module VM can detect this via the gear selector position signal or in combination with the vehicle speed.

[0068] Based on this information, the management module VM generates an activation signal, which serves to activate the other modules of the lane keeping assist system architecture 3, in order to execute the lane keeping assist system 1.

[0069] Furthermore, the VM management module uses the received driver status signal to check whether an attention deficit is present.

[0070] If there is no attention deficit and steering wheel input, the management module VM transmits the generated activation signal to a movement plan module MovM.

[0071] This module receives the generated activation signal, along with any steering wheel input, as a steering signal from the input data module EM, as well as the vehicle speed. Based on this information, the motion planning module MovM plans the future lateral and longitudinal movements of the vehicle as lateral movement data, based on the requirements for various motion control systems to control different actuators. Based on this motion data, the motion planning module MovM generates a motion control signal (Planned Steering Data), which is sent to an actuator module AktM (subsystem C12) for implementation.

[0072] Furthermore, the eleventh subsystem C11 (actuator subsystem) contains the actuator module AktM, which is designed to receive the motion control signal (Planned Steering Data). Based on this, an actuator setting is generated as a setting signal (Desired Effort).

[0073] Furthermore, a twelfth subsystem C12 is provided, which has a conversion module ImplementationM, for converting the received setting signal on the basis of a received high voltage voltage and the information which actuators are to be activated, by means of the necessary actuators to implement the desired target position.

[0074] If an attention deficit is present, the management module VM transmits the generated activation signal to a maneuver module MT, which is based on several signals from other subsystems.

[0075] A fourth subsystem, C4 (environmental perception subsystem), is present, comprising a sensor module, SM. This module is configured to receive a low-voltage supply (subsystem C3, energy module EngM) and to acquire raw sensor data within the vehicle's near and mid-range detection areas using existing sensors. It then generates a sensor signal (mid-range detection data, short-range detection data) that carries this raw data. The sensor module SM thus scans the environment, specifically the predefined near and mid-range detection areas, and provides this data for perception. The sensor module SM delivers raw sensor data within the predefined near and mid-range detection areas of the vehicle's surroundings using sensors such as cameras, radar, ultrasonic sensors, etc.The raw sensor data is processed later. The near-range / mid-range detection area can be predefined by the detection range of the sensors used. For example, short-range radar sensors are used for distances up to 50 meters, and video sensors for distances up to 160 meters. Other sensor ranges and definitions are possible.

[0076] In a further development, a ninth subsystem, C9 (motion planning subsystem), includes a detection horizon module, EHM, which provides the detection horizon required for the lane keeping assist system 1 as a detection horizon signal (region of interest) across the entire detection range of the sensors. The detection horizon is the region for which data relevant to the lane keeping assist system 1 is needed; in this case, the horizon ahead in the direction of travel. Based on the detection horizon signal, sensors or algorithms are configured, for example, with regard to their resolution / processing, so that they are directed towards the detection horizon. The detection horizon is thus the region for which data is of particular interest within the lane keeping assist system 1.

[0077] Likewise, a fifth subsystem, C5, is present, comprising a detection module, ErkM. This module is configured to receive the sensor signal and the detection horizon signal. Based on these signals, it is designed to identify static and dynamic entities within the raw sensor data, particularly within the detection horizon, and to provide them as processed environmental data. Furthermore, it generates an entity data signal (short-range dynamic entities, mid-range dynamic entities) that carries the processed environmental data. Such objects can be detected in the raw sensor data using conventional methods, such as pattern recognition. The detection module ErkM also provides the raw sensor data.The entity data signal contains information such as position, direction, and speed about dynamic objects like cars, trucks, bicycles, and pedestrians, as well as information such as position and direction about static objects.

[0078] The raw sensor data can remain the same in form but undergo additional processing or transformation. The processed sensor data may have undergone modifications to the raw data without fundamentally changing 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 entity data signal contains processed raw sensor data from dynamic and static entities in the short-range and mid-range detection areas, particularly within the detection horizon. This entity data signal can be transmitted to an extended position module, Ego-PosM, in an eighth subsystem, C8 (Localization), which receives it to generate an absolute position of the vehicle relative to a starting position.to the vehicle's original position.

[0079] Furthermore, the fifth subsystem C5 (perception subsystem) contains a processing module POV, which is designed to receive the sensor signal (subsystem C5) and the absolute position (system C8) and the detection horizon signal as digital signals.

[0080] Likewise, the POV processing module is designed to recognize dynamic objects, particularly in the detection horizon (here in the longitudinal direction of the vehicle), based on the sensor signal, the absolute position, and the detection horizon signal, and to provide them as processed environmental data, and to generate an environmental data signal (Dynamic Traffic Participants) that carries the processed environmental data as a signal.

[0081] Likewise, a sixth subsystem, C6 (scene understanding of the traffic situation), is present, which includes a predictive module, VorM. This module is designed to receive the environmental data signal as well as, if available, map data relating to the area / route in which the vehicle is currently moving and to which it intends to travel, along with its absolute position. The map is primarily a road map.

[0082] Based on the environmental data signal and the detected objects, as well as information about the objects and, if applicable, the relevant road map and the absolute position, the VorM prediction module determines how the current driving scene develops with regard to the dynamic and static objects, with a focus on trajectories and state changes for the detected dynamic objects.

[0083] An example of a prediction for a dynamic object is a vehicle that has just activated its left turn signal and is about to turn left. Based on this, the dynamic objects are fully characterized as Characterized Dynamic Objects (Characterized Dynamic Objects), for example, with regard to object types such as pedestrians, trucks, and cars; the prediction, such as where the object is moving; its various states, such as driving, waiting, etc.; and the trajectory of the detected objects. Similarly, static objects are fully characterized as Characterized Static Objects, for example, with regard to detailed object data, predictions, various states, etc. Static objects can have states that change dynamically, such as when a traffic light turns red or a tollbooth closes.

[0084] Furthermore, the sixth subsystem, C6, includes a constraint module, EschM, which provides restrictions for driving in the lane, for example, for emergency braking and safe stopping within the lane. These restrictions can include, for example, the permissible maximum speed and the number and location of possible destination lanes. The EschM constraint module is thus designed to define specifications for lane-changing maneuvers, such as lane changes and evasive maneuvers. In doing so, the EschM constraint module generates an in-lane signal (In-lane Constraints) that conveys the restrictions for driving in the lane.

[0085] Furthermore, the sixth subsystem, C6, includes a constraint module (BMP) for providing constraints, at least with regard to vehicle acceleration and speed, as constraint signals. These acceleration constraints can include longitudinal, lateral, and angular acceleration limits. The BMP also provides constraints for planned vehicle maneuvers based on existing, detected driving scene conditions, such as potential restrictions when requesting a lane change, like collision risk (TTC - Time to Collision), etc.

[0086] Furthermore, a seventh subsystem, C7, is present, containing an Ego motion module EnhM for receiving the environmental data signal as well as a low-voltage supply. The Ego motion module EnhM is also configured to receive current GNSS data.

[0087] The Ego Motion Module (EnhM) combines data from perception and infrastructure to intelligently determine a more accurate and complex estimate of the vehicle's motion data. Based on this, the Ego Motion Module (EnhM) provides the following motion data: velocity, yaw rate, pitch rate (the rate of change of the vehicle's pitch angle over time), and roll rate (the rate of change of the vehicle's roll angle over time). Furthermore, an eighth subsystem, C8, with the enhanced Ego Position Module (Ego-PosM), is present for receiving the velocity data (Ego Motion Module EnhM). The Ego Position Module (Ego-PosM) is also configured to receive GNSS, V2X, and map data. GNSS data consists of position and time data transmitted from a global navigation satellite system (GNSS) to a GNSS receiver.These can be used for location determination. V2V data can contain various information such as vehicle speed, hazard zones, traffic jams, etc. Furthermore, the Ego-PosM position module receives the environmental data signal, including the detected dynamic objects, and the sensor signal with raw sensor data in the vehicle's near and mid-range detection areas.

[0088] Based on the received information, the Ego-PosM position module determines the vehicle's absolute current position relative to the global coordinate system. If an absolute current position cannot yet be determined, the Ego-PosM position module can provide a preliminary position.

[0089] Likewise, the ninth subsystem C9 is equipped with a maneuver module MT, which is designed to receive the detected characterized static objects and the characterized dynamic objects, the speed, the in-lane signal which carries the restrictions for driving on the lane as a signal, and the activation signal.

[0090] Furthermore, the maneuvering module MT receives a lane-change constraint signal (in-lane driving constraints). This signal is generated by a maneuverability module MfM in subsystem C2. The maneuverability module MfM is configured to define the vehicle's maneuvering range through an interpretation based, for example, on scene data, motion, and v2x input signals, and to generate maneuvering constraints to ensure maneuverability in current and subsequent states and locations. The lane-change constraint signal specifies restrictions for lane-change maneuvers, such as lane changes and evasive maneuvers, as well as restrictions for driving within the lane. These restrictions can include, for example, the maximum permissible speed and the number and location of possible destination lanes.

[0091] Based on the received signals, the maneuvering module MT checks whether there is a deviation in the lane or whether the vehicle is moving within its own lane / roadway. If a deviation is detected, the activation signal (second subsystem C2) is forwarded as an activation signal. If no deviation is detected, the lane keeping assist system 1 is deactivated.

[0092] Furthermore, a tenth subsystem, C10, is present, which includes a target trajectory module, ZM, designed to plan a future target trajectory for the vehicle with respect to a future lateral target position. For this purpose, the target trajectory module ZM receives the activation signal from the maneuver module MT, the detected characterized static objects and the characterized dynamic objects, the constraint signals (which include constraints at least with respect to the vehicle's acceleration and speed), the yaw rate, the pitch rate, and the roll rate, as well as the speed and an actuator constraint signal (speed constraints, acceleration constraint) that specifies the restrictions regarding acceleration and speed with respect to the actuators, for example, regarding actuator settings / rate of change, etc.

[0093] This actuator restriction signal can be generated in an eleventh subsystem C11 by an actuator restriction module ABeschM.

[0094] Based on the signals, the target trajectory module ZM plans a target position (Lateral Target Position), which is expressed as lateral and longitudinal dynamics in the form of steering, braking and acceleration commands.

[0095] Furthermore, the eleventh subsystem C11 (actuator subsystem) contains the actuator module AktM, which is designed to receive the desired target position, speed, and motion control signal. Based on this, an actuator setting is generated as a setting signal (Desired Effort).

[0096] Furthermore, the twelfth subsystem C12 is provided, which has a conversion module ImplementationM, for converting the received setting signal on the basis of a received high voltage voltage and the information which actuators are to be activated, by means of the necessary actuators to implement the desired target position.

[0097] The twelfth subsystem, C12, also includes a feedback module, FeedM, which transmits feedback on the actual implementation to the actuator module, AktM, as feedback (Actuator Generated Effort). This feedback from the actuator module, AktM, can then be considered as a setting signal (Desired Effort) when generating a subsequent actuator setting.

[0098] Fig. Figure 2 shows a vehicle equipped with a lane keeping assist system 1.

[0099] A start module (StM) may be present, which is configured to receive or generate driver input from the driver or a user. For this purpose, the start module (StM) may include a switch / button for entering the activation request to activate the lane keeping assist system 1. This activation can be received by the input data module (EM) as driver input.

[0100] Similarly, a switch lever can be provided to detect and change the switch lever position. Based on the switch lever position, it can be used to identify whether a forward or reverse gear is engaged. The input data module EM is designed to recognize the forward or reverse gear based on the detected switch lever position and to generate a gear lever position signal (Gear Lever Position Input) that carries information about the position of the switch lever.

[0101] Furthermore, the driver inputs include information about the steering wheel input, i.e., the executing lateral movement of the vehicle. For example, a steering wheel may be present for this input.

[0102] Furthermore, the input data module EM is designed to register the ignition input. This ignition input can be for starting / operating the vehicle, but also for unlocking the vehicle's locking mechanism or anything else necessary for starting the vehicle.

[0103] Based on this, an ignition signal (ignition input) is generated. This is a converted digital signal that describes the selected ignition input of the vehicle.

[0104] Thus, the StM start module comprises several separate modules / devices for inputting driver inputs, such as steering wheel, gear lever, switches / buttons, etc., and for forwarding the driver inputs to the EM input data module.

[0105] Furthermore, subsystem C1 includes an output module AusM, which is designed to output the activation signal upon receipt by the management module VM. This can be done haptically / visually or audibly. For example, the output module AusM can include a display as an HMI interface for output.

[0106] Furthermore, the vehicle may have a Deactivation Module (DeM).

[0107] Fig. Figure 3 shows a deactivation module (DeM) for receiving a deactivation request as a driver input (Deactivation Request scenario) for the lane keeping assist system 1. The start module (StM) can generate the deactivation signal (Deactivation Request scenario) by pressing a corresponding input field and forward it to the deactivation module (DeM).

[0108] The deactivation module DeM is designed to generate a deactivation output signal (Inactive) which carries the information that the lane keeping assist system 1 has been deactivated.

[0109] The HMI display can be configured to output the deactivation signal (Inactive) using the output module AusM. This output can include a warning indicating the inactive status of the lane keeping assist system 1, for example, haptically, visually, or audibly. Reference symbol list 1 Lane Keeping Assist System 3 Lane Keeping Assistance System Architecture EM Input Data Module VM Management Module EngM Energy Module KP Capacity Module EgoM movement module FZM Driver Condition Detection Module PM Peripheral Module MovM Movement Planning Module SM Sensor Module MT Maneuver Module EHM Acquisition Horizon Module ErkM Recognition Module Pre-M prediction module EschM Restriction Module BMP Restriction Module EnhM Ego Movement Module Ego-PosM Ego Position Module ZM Target Trajectory Module ABeschM Actuator Restriction Module. AktM Actuator Module Implementation Module FeedM feedback module StM Starter Module HMI output From output module DeM deactivation module

Claims

[1] Lane keeping assist system (1) for a vehicle, the lane keeping assist system (1) comprising multiple sensors and actuators, and a lane keeping assist system architecture (3), characterized by , that the lane keeping assist system architecture (3) a first subsystem (C1) comprising an input data module (EM) for receiving and recognizing driver inputs, wherein the driver inputs include at least an activation request to request the lane keeping assist system (1), a gear selector position to recognize an engaged forward or reverse gear, an ignition input, and a steering wheel input that recognizes a steering wheel input, and wherein the input data module (EM) is configured to generate a digital activation request signal, a digital gear selector position signal, a digital ignition signal, and a digital steering signal based on the activation request, the gear selector position, the ignition input, and the steering wheel input as driver inputs, and wherein A second subsystem (C2) is provided with a management module (VM), wherein the management module (VM) is configured to receive the activation request signal, the switch lever position signal, the ignition signal and the steering signal, as well as at least a driver status signal for detecting a driver's attention deficit, and the vehicle's speed, and wherein the management module (VM) is configured to cancel the activation request based on a detected reverse gear being engaged and, in the case of a detected forward gear being engaged, to generate an activation signal for activating the lane keeping assist system (1) based on the received signals, which causes at least one further module to be activated in a predetermined sequence. wherein a ninth subsystem (C9) is provided with a maneuver module (MT) and motion plan module (MovM), and wherein the management module (VM) is configured to transmit the activation signal and the steering signal to the motion plan module (MovM) upon a steering wheel input detected by the steering signal, wherein the motion plan module (MovM) is configured, based on the steering wheel input, a received velocity and the activation signal, to plan a motion control as a motion control signal to generate a lateral movement of the vehicle, and wherein the management module (VM) is configured, upon a detected attention deficit, to transmit the activation signal to the maneuver module (MT), which is configured to detect a deviation of the vehicle with respect to its own vehicle lane, and to discard the activation signal if no deviation is detected, and wherein A tenth subsystem (C10) with a target trajectory module (ZM) is provided, wherein the maneuver module (MT) is configured to transmit the activation signal to the target trajectory module (ZM) upon detection of a deviation for planning the target trajectory with respect to a desired lateral target position, and wherein an eleventh subsystem (C11) with an actuator module (AktM) is provided, which is configured to receive the speed, the desired lateral target position, or the motion control signal and to generate an actuator setting as a setting signal based on the received signals for implementing a future movement of the vehicle and to transmit the setting signal to an implementation module (UmsetzungM) for implementing the setting signal, at least as lateral dynamics and longitudinal dynamics to be executed. [2] Lane keeping assist system (1) according to claim 1, characterized by, that a driver state detection module (FZM) is present to detect a driver's attention deficit and to generate a driver state signal based on this information. [3] Lane keeping assist system (1) according to claim 1 or 2, characterized by , that a peripheral module (PM) is provided for detecting measured values ​​from peripheral sensors and the status of peripheral objects, in particular including sensors and actuators, to indicate the availability and readiness of these peripheral objects, and which is designed to generate a peripheral signal that carries the measured values ​​of the peripheral sensors and the status of the peripheral objects as information, and which is further designed to transmit this to the management module (VM) for consideration in the generation of the activation signal. [4] Lane keeping assist system (1) according to any one of the preceding claims, characterized by, that the maneuver module (MT) is designed to receive detected characterized static objects and characterized dynamic objects in a forward detection horizon, as well as to receive the speed, an in-lane signal which carries restrictions for driving on the lane as a signal, and the activation signal as well as a lane change restriction signal which carries restrictions for the lane change maneuver as information. [5] Lane keeping assist system (1) according to claim 4, characterized by , that the maneuvering module (MT) is trained to check, based on the received signals, whether the vehicle is deviating from its own lane or whether the vehicle is moving within its own lane. [6] Lane keeping assist system (1) according to any one of the preceding claims, characterized by, that a restriction module (BMP) is available to provide restrictions at least with respect to vehicle acceleration and speed as restriction signals, wherein the restriction module (BMP) generates the restrictions based on existing detected driving scene conditions. [7] Lane keeping assist system (1) according to claim 6, characterized by , that an actuator restriction module (ABeschM) is available to generate an actuator restriction signal which provides restrictions at least with regard to acceleration and at least with regard to velocity in relation to the actuators to be set. [8] Lane keeping assist system (1) according to claim 7, characterized by, that the target trajectory module (ZM) is designed to plan the future target trajectory for the vehicle with respect to a future lateral target position based on a received activation signal, a yaw rate, a pitch rate and a roll rate of the vehicle, based on detected characterized static objects and dynamic objects in a detection horizon lying in the direction of travel and the restriction signals as well as the actuator restriction signal. [9] Lane keeping assist system (1) according to claim 8, characterized by , that the target trajectory module (TM) plans the target position in the form of steering commands and / or braking commands and / or acceleration commands. [10] Lane keeping assist system (1) according to any one of the preceding claims, characterized by, that an Ego Position Module (Ego-PosM) is present, which is designed to determine an absolute position of the vehicle based on a speed, as well as on received GNSS data and map data, as well as an environment data signal with detected dynamic objects in a forward detection horizon and an entity data signal, which carries processed sensor raw data of dynamic entities and of static entities in the near detection range and medium detection range. [11] Lane keeping assist system (1) according to claim 10, characterized by that the Ego Position Module (Ego-PosM) is trained to determine a preliminary position. [12] Lane keeping assist system (1) according to any one of the preceding claims, characterized by, that a feedback module (FeedM) is provided to generate feedback based on the actual longitudinal and lateral dynamics by the respective actuators and to transmit the feedback to the actuator module (AktM) and wherein the actuator module (AktM) takes the feedback into account when recalculating the respective setting signal. [13] Method for implementing a lane keeping assist system (1) with a lane keeping assist system architecture (3) for a vehicle, with multiple sensors and actuators, comprising the steps: - Providing an input data module (EM) in a first subsystem (C1) for receiving and recognizing driver inputs, wherein the driver inputs include at least an activation request to request the lane keeping assist system (1), a gear selector position to recognize an engaged forward or reverse gear, an ignition input, and a steering wheel input that recognizes a steering wheel input, and wherein the input data module (EM) is configured to generate a digital activation request signal, a digital gear selector position signal, a digital ignition signal, and a digital steering signal based on the activation request, the gear selector position, the ignition input, and the steering wheel input as driver inputs. - Providing a management module (VM) in a second subsystem (C2), wherein the management module (VM) is configured to receive the activation request signal, the switch lever position signal, the ignition signal and the steering signal, as well as at least a driver status signal for detecting a driver's attention deficit, and the vehicle's speed, and wherein the management module (VM) cancels the activation request based on a detected reverse gear being engaged and, in the case of a detected forward gear being engaged, generates an activation signal for activating the lane keeping assist system (1) based on the received signals, which causes at least one further module to be activated in a predetermined sequence, - Providing a maneuver module (MT) and a motion plan module (MovM) in a ninth subsystem (C9), wherein the management module (VM) is trained to transmit the activation signal to the motion plan module (MovM) upon a steering wheel input detected by the steering signal, wherein the motion plan module (MovM) is trained, based on the provided steering wheel input, a received velocity and the activation signal, to plan a motion control as a motion control signal to generate a lateral movement of the vehicle, wherein the management module (VM) is trained to transmit the activation signal to the maneuver module (MT) upon a detected attention deficit, which is trained to detect a deviation of the vehicle with respect to its own vehicle lane, and to discard the activation signal if no deviation is detected. - Providing a target trajectory module (TM) in a tenth subsystem (C10) and wherein the maneuver module (MT) is configured to transmit the activation signal to the target trajectory module (TM) upon detection of deviation for planning the target trajectory with respect to a desired lateral target position, - Providing an actuator module (ActM) in an eleventh subsystem (C11) which is designed to receive the desired lateral target position, speed and motion control signal and to generate an actuator setting as a setting signal based on the received signals for implementing a future movement of the vehicle and to transmit the setting signal to a conversion module (ConversionM) for implementing the setting signal at least as lateral dynamics and longitudinal dynamics to be executed. [14] Vehicle with a lane keeping assist system (1) according to any one of the preceding claims 1 to 12 or a method according to claim 13. [15] Vehicle according to claim 14, characterized by , that a start module (StM) is present which is trained to receive physical driver inputs from a driver, wherein the start module (StM) is trained to pass the driver inputs to the input data module (EM).

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