Blind spot assistants and procedures

Abstract

The invention relates to a blind spot assistant (1) for a vehicle for avoiding a collision when the vehicle changes lanes, comprising a plurality of sensors which comprise peripheral sensors and actuators which comprise peripheral actuators, wherein the blind spot assistant (1) has a blind spot assistance architecture (3) comprising various modules, wherein the blind spot assistant (1) with the blind spot assistance architecture (3) has a plurality of subsystems which host various modules, wherein the modules access one another.

Description

The invention relates to a blind spot assistant for a vehicle for avoiding a collision during a lane change of the vehicle, comprising a plurality of sensors which comprise peripheral sensors and actuators which comprise peripheral actuators, wherein the blind spot assistant has a blind spot assist architecture comprising different modules. The invention further relates to a corresponding vehicle and a corresponding method.A vehicle usually has a side mirror for each side and a rear view mirror required for lane change by a driver. Although the side mirror is used to view each side and its rear side, the subject vehicle has a blind spot in which the driver cannot see a nearby vehicle or other objects located very close thereto.Blind spot assistants / blind spot assistants exist for this purpose, which warn the driver during the lane change of lateral collisions with other road users who are in the invisible range of the mirrors. For this purpose, ultrasonic sensors can be installed in the outer mirror, for example. The sensors may sense objects or vehicles up to three meters away.EP2168815B1 discloses a method and apparatus for detecting potentially colliding objects in at least one dead angle range for an operator of a vehicle, wherein the potentially colliding objects are detected in the environment and a first position of the operator's head or eyes, and at least one hidden area is determined by a relative position between the operator's head and visible obstacles and it is determined whether the objects are within this area and at least a second position of the objects is measured and the speed and the trajectories are calculated at successive time intervals.It is therefore an object of the invention to specify an improved blind spot assistant, a vehicle and a method.The object is achieved by a blind spot assistant having the features according to claim 1, a vehicle having the features according to claim 14 and a method having the features according to claim 15.Advantageous embodiments of the invention are the subject matter of the dependent claims.The object is achieved by a blind spot assistant for a vehicle for avoiding a collision during a lane change of the vehicle, comprising a plurality of sensors which comprise peripheral sensors and actuators which comprise peripheral actuators, wherein the blind spot assistant has a blind spot assist architecture comprising different modules, wherein the blind spot assist architecture has a first subsystem with an input data module for receiving and detecting driver inputs, wherein the driver inputs have at least one activation as input into an activation input device as activation request for activation for the blind spot assistant and a gear lever position for detecting an engaged forward gear or reverse gear, wherein the input data module is designed to generate a gear lever signal and an activation request signal based on the received driver inputs, and has a second subsystem with a management module, wherein the management module is designed to receive the gear lever signal and to detect an engaged forward gear or reverse gear on the basis of the gear lever signal and also to receive the activation request signal and is furthermore designed to generate, on the basis of the signals, an activation signal when the forward gear is detected, which activation signal brings about at least activation of different modules in a predefined sequence, a fifth subsystem having a sensor module, wherein the sensor module is designed to detect raw sensor data in a near detection range and middle detection range of the vehicle using existing sensors and to generate a sensor signal which carries the raw sensor data and to transmit it to a processing module, a sixth subsystem having the processing module, wherein the processing module is designed to generate, on the basis of the sensor signal, a detected position of the vehicle and a detection horizon signal, which carries the information about blind spots, detect dynamic objects at least in the blind spots and provide them as processed environmental data, and generate an environmental data signal which carries the processed environmental data as a signal, a seventh subsystem having a prediction module and a restriction module, wherein the restriction module is designed to receive a position of the vehicle and also a speed and also the processed environmental data as an environmental data signal and a hypothesis signal which provides information about possible hypothetical maneuvers in detected blind spots and is furthermore designed to generate, based on the received signals, a lane change signal which carries the restrictions for a lane change as a signal, and wherein the prediction module is designed to, Dynamic objects as future driving scenes and to provide them as completely characterized dynamic objects, an eighth subsystem having a maneuver tool, wherein the maneuver tool is designed to receive the lane change signal as well as the completely characterized dynamic objects from the prediction module as well as the activation signal from the management module as well as the speed as well as a lane change restriction signal which contains maneuver restrictions of the vehicle with respect to a lane change as information, and which is designed to check, on the basis of the signals, whether a collision risk exists in the lane change and which is furthermore designed to forward the activation signal in the case of a detected existing collision risk, has a ninth subsystem having a target trajectory module, wherein the target trajectory module is configured to receive the activation signal transmitted by the maneuver tool and the completely characterized dynamic objects and a restriction signal which carries restrictions with respect to a position and a speed of the vehicle as information, and a detected acceleration and an actuator restriction signal which carries restrictions for specific maneuvers with respect to the actuators as information, and wherein the target trajectory module is further configured to plan a target position and also a target steering angle and a transverse target acceleration, here the transverse acceleration, in each case as a signal based on the signals and to transmit them to an actuator module for taking into account a determination of a rotational angle to be set with a desired exertion of force which contains the information about the exertion of force which is to be generated by the actuators causing the movement.Subsequently, the angle of rotation to be set is carried out with the desired exertion of force by the blind spot assistant. The transverse dynamics, i.e. the physical movement of the vehicle in the lateral direction, which is transmitted to the infrastructure to which the road surface also belongs, are generated by the angle of rotation to be set with the desired exertion of force.In this case, sensors can be, for example, environment sensors or chassis sensors such as rotational speed / torque meters, etc. Actuators may be adjustable by control devices / control units. External peripheral sensors are, for example, a rain sensor, etc., i.e., all non-driver-related sensors that provide input for functions controlled for external parts of the vehicle, internal peripheral sensors are, for example, a door sensor, i.e., all non-driver-related sensors that provide input for functions controlled for internal parts of the vehicle.Modules can be a chip, SoC, etc. with a corresponding software component as software which executes the corresponding function, or as hardware. The modules can be provided, for example, within the same computer system.The individual subsystems can serve as hosts for the corresponding modules; in this case, the subsystems can be executed in an ascending fashion. If there is not yet any value generated by another subsystem, a temporary default value may be used.One signal may be received and others may be requested. According to the invention, the individual subsystems access all other subsystems directly or indirectly and thus process their outputs / inputs or supply input / output signals.According to the invention, a first subsystem is provided with an input data module for receiving driver inputs of the driver. In order for the blind spot assistant to be activated, the driver has to activate it, for example by inputting it into a touchscreen / switch. The input data module receives as driver inputs a gear lever position for detecting a forward or reverse gear. Further, a parameter setting signal may be generated based on input parameters related to the blind spot assist from the driver. Such parameters can be, for example, with respect to the sensitivity of the blind spot assistant, or also, in the case of a generated warning, the type of warning, for example an acoustic / visual or haptic warning, or, for example, the volume of the warning output in the case of an acoustic warning.Furthermore, the blind spot assistant has a management module which is designed to receive the gear lever signal and to identify a engaged forward gear or reverse gear on the basis of the gear lever signal and also to receive the activation request signal. Based on the signals, the management module generates an activation signal when the forward gear is detected, which activation signal brings about at least one activation of different modules in a predefined sequence. In particular, the management module can be designed to end the blind spot assistant when the reverse gear is detected.In this case, the blind spot assistant can have an output module for displaying information for the driver, and the management module can be designed to generate an inactive signal for display on the output module when the blind spot assistant is ended. The output module can be, for example, a display / touchscreen on which the inactive signal / warning can be displayed.Furthermore, a fifth subsystem with a sensor module is present, wherein the sensor module is designed to acquire raw sensor data in a near detection range and middle detection range of the vehicle using present sensors and to generate and transmit a sensor signal which carries the raw sensor data to a processing module. The sensor module thus scans the environment, here the predefined near detection range (short range) and medium detection range (mid range) with sensors and provides these data for perception. In this case, the near detection range (short range) and medium detection range (mid range) can be defined by the detection range of the sensors used, for example lidar sensors / radar sensors / ultrasonic sensors / cameras.A sixth subsystem with the processing module is also present, which is designed to recognize dynamic objects at least in the blind spots and to provide them as processed environmental data on the basis of the sensor signal, a position of the vehicle and a detection horizon signal which carries information about blind spots, and to generate an environmental data signal which carries the processed environmental data as a signal. The processing module thus serves to recognize the detected dynamic objects, such as pedestrians, cars, which are present in particular within the detection horizon, in this case the blind spot area, of the vehicle.In this case, the position is substantially the current position of the vehicle with respect to an original position of the vehicle, i.e. the position of the vehicle measured with respect to the origin / reference point from which the vehicle is actually started.Furthermore, a seventh subsystem is provided with a prediction module and a restriction module, wherein the restriction module is designed to receive the position of the vehicle as well as the speed as well as the processed environmental data as an environmental data signal and a hypothesis signal which provides information about possible hypothetical maneuvers in detected blind spot areas and is furthermore designed to generate, based on the received signals, a lane change signal which carries the restrictions for a lane change as a signal.The restrictions can be, for example, the permissible maximum speed in a respective lane and the number and location of the possible target lanes. The restriction module is thus designed to define specifications for a lane change maneuver, e.g. lane change and avoidance maneuver. In this case, the restriction module generates a lane change signal which carries the restrictions for driving in the lane as a signal. In this case, the restriction module can generate a warning as a warning signal when a possible violation of the restriction is detected. In this case, the warning signal can be indicated acoustically / haptically and / or optically via an output module.Furthermore, the prediction module is designed to determine dynamic objects as future driving scenes and to provide them as completely characterized dynamic objects.Characterized dynamic objects are completely characterized here, for example, with regard to the object types such as pedestrians, trucks, cars, moving objects such as animals and with regard to the prediction, here, for example, where the object is moving and with regard to various states, for example, driving, waiting, etc., and with regard to the trajectory of the detected objects. Based thereon, the fully characterized dynamic objects are provided as a signal.According to the invention, an eighth subsystem with a maneuver tool is present. The maneuver tool is configured to receive the lane change signal as well as the completely characterized dynamic objects from the prediction module as well as the activation signal from the management module as well as the speed as well as a lane change restriction signal, which contains maneuver restrictions of the vehicle with respect to a lane change as information. The maneuver tool is designed to check, based on the signals, whether a collision risk exists during the lane change and is furthermore designed to forward the activation signal in the event of a detected collision risk. In this case, the maneuver tool can end the blind spot assistant in the event of an unrecognized collision.Furthermore, a ninth subsystem is present with a target trajectory module, wherein the target trajectory module is designed to receive the activation signal transmitted by the maneuver tool and the completely characterized dynamic objects and a restriction signal with the restrictions with respect to a position and a speed of the vehicle and an acceleration and an actuator restriction signal which carries the restrictions for specific maneuvers, with respect to the actuators, as information, and wherein the target trajectory module is furthermore designed to plan a target position as well as a target steering angle and a transverse target acceleration (transverse acceleration) based on the signals, in each case as a signal and to transmit them to an actuator module, for consideration in a determination of a rotation angle to be set with a desired exertion of force, which contains the information about the exertion of force which is to be generated by the actuators causing the movement.The management module manages the overall system behavior of the architecture, i.e. which behavior takes place in which sequence and under which conditions and circumstances. The management module is designed to record a technical status of required sensors and / or actuators at least with regard to functional safety and / or reliability and / or availability. The management module generates the activation signal which carries this information and which is forwarded to the corresponding modules.As a result, the sequence of the signals and individual modules / functions to be addressed are known. Likewise, the activation signal may include the received signals in processed form.The blind spot assistant according to the invention carries out compliance with the guidelines for model-based system engineering (MBSE). The blind spot assistant is also guaranteed to be warning-free and error-free. Moreover, this can be simulated, which has the advantage that the correct sequence of the logic sequence and the absence of deadlocks (closed loops) are ensured.The blind spot assistant according to the invention is also distinguished by a reduction in costs and risks and also a generalization of requirements, standardization of the system description and optimization of the development effort and increase of the product quality and a shortening of the time-to-market introduction. It also facilitates the compatibility of products with one another by standardization of interfaces. Such a blind spot assistant allows a joint understanding with the customers to facilitate agreements and serves to provide a basis for the SoTIF analysis (security of the provided functionality).The blind spot assistant according to the invention takes into account, by means of the architecture according to the invention, all the necessary inputs and outputs which are required for the desired transverse dynamics. Moreover, the blind spot assistant is logic controlled by means of important decision nodes and control flows.In a further embodiment, the management module is designed to end the blind spot assistant when the reverse gear is detected. Furthermore, the blind spot assistant can have an output module for displaying information for the driver, and the management module can be designed to generate an inactive signal for display on the output module when the blind spot assistant is ended / deactivated. The output module can be a display / touchscreen on which the deactivation is displayed.In a further embodiment, the restriction module is designed to generate a warning as a warning signal when a possible violation of the restriction is detected. The warning signal can likewise be output on a display / touchscreen.In a further refinement, a hypothesis module is present which generates a hypothetical maneuver in detected blind spot regions for the vehicle on the basis of a hypothetical driving behavior of the vehicle, wherein the hypothesis module generates a hypothesis signal on the basis of the information, which hypothesis signal carries the information as a signal. The hypothesis module generates a hypothetical maneuver for the vehicle. This maneuver may cause responses from other road users that need to be anticipated. For example, a lane change may force another road user approaching on this lane to dangerous braking.Based on the hypothetical maneuvers, the hypothesis module generates a hypothesis signal that carries the information about the hypothetical maneuver as a signal.In a further embodiment, a restriction module is provided for providing restrictions at least with respect to a position and a speed of the vehicle as a restriction signal, wherein the restriction module is configured to generate the restrictions on the basis of a detected driving situation. In this case, the restriction module provides restrictions for planned maneuvers of the vehicle on the basis of present detected driving scene conditions, for example possible restrictions in the request for lane change, such as, for example, a risk of collision; TTC (Time to Collision), etc.In a further embodiment, the maneuver tool is designed to end the blind spot assistant if a detected collision probability is below a threshold value. In a further embodiment, the maneuver tool is designed to detect a risk of collision if the detected probability of collision is above a threshold value. Such a threshold value can be defined in advance and can be based on empirical values, for example.The maneuver tool can be designed to recognize a collision with known algorithms / patterns.In a further embodiment, an actuator restriction module is provided for generating an actuator restriction signal which provides restrictions at least for specific maneuvers, for example with regard to the actuator settings / change speed, with respect to the required actuators to be set, i.e. which maneuver can be activated in a specific scenario.In a further embodiment, the actuator module is designed to receive the speed of the vehicle and also the transverse target acceleration and also the target position and the target steering angle, and also transverse movement data and an actuator effort, which provides the limit values for the required actuator effort and a transverse movement with respect to the required actuators in each case as a signal. Furthermore, the actuator module is designed to perform the calculation of the angle of rotation to be set and / or with the desired effort on the basis of the received signals.In a further embodiment, an eleventh subsystem is provided with the conversion module for converting the received angle of rotation and the effort on the basis of a received high-voltage by means of the necessary actuators. Furthermore, the actuators comprise at least one steering wheel actuator, wherein the conversion module is designed to generate a force feedback on the basis of the desired exertion of force for transmission to the at least one steering wheel actuator. As a result, the driver can experience a feedback about the applied angle of rotation or the applied torque.In a further embodiment, the eleventh subsystem has a feedback module which generates feedback about an actual conversion to the actuator module as feedback for consideration in the event of a renewed calculation of a rotational angle and a force exertion. In this case, the feedback or the feedback can be taken into account when the angle of rotation / force exertion is calculated anew by the actuator module.The object is also achieved by a vehicle having a blind spot assistant as described above. The vehicle is designed in particular as a hybrid vehicle or fully electric vehicle.The object is achieved by a method for providing a blind spot assistant for a vehicle for avoiding a collision during a lane change of the vehicle, comprising a plurality of sensors which comprise peripheral sensors and actuators which comprise peripheral actuators, wherein the blind spot assistant has a blind spot assistant architecture comprising different modules, comprising the steps of:providing a first subsystem having an input data module for receiving and detecting driver inputs, the driver inputs comprising at least one activation as an input to an activation input device as an activation request for activation for the blind spot assistant and a gear lever position for detecting an engaged forward or reverse gear, the input data module being configured to generate a gear lever signal and an activation request signal based on the received driver inputs,providing a second subsystem having a management module which is designed to receive the gear lever signal and to identify a engaged forward gear or reverse gear on the basis of the gear lever signal and to receive the activation request signal and is designed to generate, on the basis of the signals, an activation signal when the forward gear is identified, which activation signal causes at least different modules to be activated in a predefined sequence,providing a fifth subsystem having a sensor module, wherein the sensor module is configured to acquire raw sensor data in a near detection range and middle detection range of the vehicle using existing sensors and to generate and transmit a sensor signal carrying the raw sensor data to a processing module,providing a sixth subsystem having the processing module, wherein the processing module is configured to, based on the sensor signal, a detected position of the vehicle and a detection horizon signal carrying the information about blind spots, detect dynamic objects at least in the blind spots and provide them as processed environmental data, and generate an environmental data signal carrying the processed environmental data as a signal,providing a seventh subsystem having a prediction module and a restriction module, wherein the restriction module is configured to receive a position of the vehicle as well as a speed as well as the processed environmental data as an environmental data signal and a hypothesis signal which provides information about possible hypothetical maneuvers in detected blind spots and is further configured to generate a lane change signal based on the received signals, which lane change signal carries the restrictions as a signal, and wherein the prediction module is configured to determine dynamic objects as future driving scenes and to provide them as fully characterized dynamic objects,providing an eighth subsystem having a maneuver tool, wherein the maneuver tool is designed to receive the lane change signal as well as the completely characterized dynamic objects from the prediction module as well as the activation signal from the management module as well as the speed as well as a lane change restriction signal, which contains maneuver restrictions of the vehicle with respect to a lane change as information, and which checks on the basis of the signals whether a collision risk exists in the lane change and which is furthermore designed to forward the activation signal in the case of a detected existing collision risk,providing a ninth subsystem having a target trajectory module, wherein the target trajectory module is configured to receive the activation signal transmitted by the maneuver tool and the completely characterized dynamic objects and a restriction signal which carries restrictions with respect to a position and a speed of the vehicle as information, and a detected acceleration and an actuator restriction signal which carries the restrictions for specific maneuvers with respect to the actuators as information, and wherein the target trajectory module is further configured to plan a target position, as well as a target steering angle and a transverse target acceleration, respectively as a signal and to transmit them to an actuator module, based on the signals, for taking account in a determination of a rotational angle to be set with a desired exertion of force, which angle contains the information about the exertion of force which is to be generated by the actuators causing the movement,executing the angle of rotation to be set with the desired effort.In this case, the advantages or the advantageous configurations of the blind spot assistant can be transferred to the method using the blind spot assistant architecture. In particular, the method is designed to be executed on the blind spot assistant according to the invention.In this case, the blind spot assistant can be present simulatively, i.e. sensors / and actuators and modules can be designed virtually for simulation.Further characteristics and advantages of the present invention will become apparent from the following description with reference to the attached figures. The following are shown: FIG. 1 : shows the first part of a blind spot assistant, FIG. 2 : shows the second part of the blind spot assistant, FIG. 3 : shows a blind spot assistant with deactivation function, FIG. 4 : shows a blind spot assistant with deactivation module.FIGS. 1 and 2 show a blind spot assistant 1 for a vehicle for avoiding a collision during a lane change of the vehicle, comprising a plurality of sensors which comprise peripheral sensors and actuators which comprise peripheral actuators. Blind spot assistant 1 has a blind spot assistant architecture 3 comprising different modules. In this case, the vehicle is in particular a hybrid vehicle or a fully electric vehicle having a battery for driving.Blind spot assistant 1 has a first subsystem C 1 with an input data module EM for receiving and detecting driver inputs FAEI, driver inputs FAEI having at least one activation as input into an activation input device as activation request for activation for blind spot assistant 1 and a gear lever position for detecting a engaged forward or reverse gear, input data module EM being designed to generate a gear lever signal (gear lever position input) and an activation request signal (scenario activation request) on the basis of received driver inputs FAEI. Furthermore, a parameter setting signal (scenario setting input) can be generated on the basis of input parameters relating to the blind spot assistant 1 from the driver.Such parameters can be designed, for example, with respect to the sensitivity of blind spot assistant 1, or also, in the case of a generated warning, the type of warning, for example an acoustic / visual and / or haptic warning, or, for example, the volume of the warning output in the case of an acoustic warning.Furthermore, a third subsystem C 3 may be present with a (power) capacity module KP, which is configured to detect different battery modes, such as a balance, power saving and super saving mode, or a user-defined battery mode. Furthermore, the capacity module KP generates a battery signal (battery mode) with the detected battery mode. The vehicle is in particular a hybrid vehicle or a fully electric vehicle.A fourteenth subsystem C14 is also present. This has a peripheral module PM for ascertaining measured values of the external peripheral sensors, which are included in the sensors, as well as external actuators, and a respective status (for example online / off / fault) of peripheral objects connected thereto. Based thereon, the peripheral module PM generates a peripheral signal (external peripheral state) which carries the status of the respective peripheral objects (online / off... ) and a respective measured value of a respective external peripheral sensor as information.Furthermore, the fourteenth subsystem C 14 has a driver state recognition module FS in which a driver state, for example tired active, etc., is provided. The driver state detection module FS detects the state of the driver using suitable sensors / actuators, for example, whether the driver blinks more than usual, whether he narrows or closes the eyes, and whether he tilts the head at an odd angle. It can also be determined whether the driver is looking at the road and whether he is actually attentive or merely rigid absent. Based thereon, the driver state recognition module FS generates a driver state signal (driver state information) in which the recognized state of the driver is provided as a signal.Furthermore, a fourth subsystem C 4 is present with a movement module EgoM, which is designed to detect a speed (vehicle speed) and an acceleration (acceleration) using suitable sensors. The motion module EgoM provides the speed using vehicle sensors such as IMU and / or chassis sensors and / or compass. Wheel sensors or other sensors can also be used.Furthermore, an ego motion module EnhM can be present instead / additionally in the subsystem C 4, wherein, for example, the ego motion module EnhM is designed to receive the current GNSS data or other infrastructure data. The ego motion module EnhM thus connects data from the perception and the infrastructure in order to intelligently determine a more accurate and complex estimate of the motion data of the vehicle. Based thereon, the ego motion module EnhM acquires the more accurate speed (vehicle speed) and acceleration of the vehicle motion data, where the acceleration is a rate of change of the speed of the vehicle with respect to time.Furthermore, a second subsystem C 2 with a management module VM is provided, which is designed to receive the gear lever signal and to recognize a engaged forward gear or reverse gear on the basis of the gear lever signal.Furthermore, the management module VM is configured to receive the activation request signal as well as the parameter setting signal. In addition, the management module VM is designed to receive the peripheral signal (external peripheral state), the acceleration (acceleration) and speed (vehicle speed) as well as the battery signal (battery mode) and the driver state signal (driver state information).Based on the signals, an activation signal (Scenario Activation Command) is generated when the forward gear is detected, which activation signal brings about at least one activation of various modules in a predefined sequence. Likewise, in the case of a detected critical driver state or fault with respect to the battery or the sensors, a corresponding warning can be generated as a warning signal, which warning is output, for example, on an output module OutM.If a reverse gear is detected, the management module VM can be designed to end the blind spot assistant 1. Likewise, the management module VM can be designed to generate an inactive signal when the blind spot assistant is ended, for display on the output module AusM, for example a touchscreen or a display.Furthermore, a third subsystem C 3 (energy management system) is present. This has an energy module EngM, which provides an electrical energy, and generates an electrical energy signal, which carries the electrical energy as a high-voltage (high voltage), i.e. voltage above a specific threshold value and a low-voltage (low voltage).Furthermore, a fifth subsystem C 5 is provided with a sensor module SM which is designed to receive a low voltage and which is designed to record raw sensor data in a near detection range and middle detection range of the environment of the vehicle using sensors provided and to generate a sensor signal (short range detection data, mid range detection data) which carries the raw sensor data. The sensor module SM thus scans the environment, here the predefined near detection range (short range) and medium detection range (mid range) with sensors and provides these data for perception. The near detection range and the middle detection range can depend on the configuration of the sensors, i.e. on a recording range of the respective sensors. The sensor module SM supplies raw sensor data in the predetermined near detection range and middle detection range in the vehicle environment using sensor systems including arbitrary sensors such as camera, radar, ultrasonic sensor, etc. The raw sensor data is processed later.An eighth subsystem C 8 with a detection horizon module EHM is also present, which provides, i.e. determines, the blind spot region / regions detected for the blind spot assistant 1 as a detection horizon signal (blind spot region) at least in the entire near detection region and mean detection region of the sensors.The blind spot area is the region for which data of interest to blind spot assistant 1 is required. On the basis of the detection horizon signal (blind spot region), sensors or algorithms are configured, for example with regard to their resolution / processing, such that they are directed at the blind spot region.Furthermore, a twelfth subsystem C12 (localization) is present with an extended ego position module Ego-PosM. In this case, the ego position module Ego-PosM is designed to determine the current absolute position of the vehicle as an absolute position (vehicle position) with respect to the global coordinate positioning. If an absolute current position cannot yet be determined, a provisional position can be provided by the ego position module Ego-PosM.For this purpose, the ego position module Ego-PosM can be designed to receive GNSS data and map data, as data of the current traffic route. Here, GNSS data is position and time data transmitted from a global navigation satellite system (GNSS) to a GNSS receiver. These can be used for location determination.A simple position module PosM can also be present, which is designed to determine the current position (vehicle position) of the vehicle with respect to the starting position of the vehicle. The position is designed as a digital signal.Furthermore, a processing module POV is present in a sixth subsystem C 6 (perception subsystem), which processing module is designed to receive the sensor signal (short range detection data, mid range detection data) and to receive the position (vehicle position) of the vehicle and the detection horizon signal as digital signals.The processing module POV is likewise configured to detect dynamic objects, in particular in the blind spots and to provide them as processed environmental data, and to generate an environmental data signal (dynamic traffic particles) which carries the processed environmental data as a signal, on the basis of the sensor signal, the position and the capture horizon signal which carries the information about blind spots, i.e. the blind spots regions.The processing module POV thus serves to detect the detected dynamic objects, such as pedestrians, passenger cars, which are present in particular within the detection horizon of the vehicle. These are important for later processing steps. Further, the processing module POV provides it as processed environment data (environment data signal).Further, a hypothesis module HM is present in the eighth subsystem C8. The hypothesis module HM generates a hypothetical maneuver for the vehicle. Based on the hypothetical maneuvers, the hypothesis module HM generates a hypothesis signal (blind spot hypothesis), which carries the information about the hypothetical maneuver as a signal.The hypothesis signal contains a hypothetical maneuver for the vehicle, which takes place in the blind spot of the vehicle. This maneuver may cause responses from other road users that need to be anticipated. For example, a lane change may force another road user approaching on this lane to dangerous braking. The hypothesis module HM may generate multiple maneuver hypotheses before making a decision.Furthermore, a seventh subsystem C 7 has a restriction module BMP which provides restrictions for a lane change, for example for emergency braking and safe stopping in the lane. For this purpose, the restriction module BMP receives the position as well as the speed as well as the processed environmental data as an environmental data signal and the hypothesis signal (blind spot hypothesis) which provides the information about a respective hypothetical maneuver in the blind spot. The restrictions can be, for example, the permissible maximum speed in a respective lane and the number and location of the possible target lanes. The restriction module BMP is thus configured to define specifications for a lane change maneuver, e.g. lane change and avoidance maneuver. In this case, the restriction module BMP generates a lane change signal (lane change constraints) which carries the restrictions for driving in the lane as a signal. In this case, the restriction module BMP generates a warning when a possible violation of the restriction is detected as a warning signal. In this case, the warning signal can be displayed acoustically / haptically and / or visually via an output module AusM, for example a display / touchscreen.In addition, a prediction module VorM is provided in the seventh subsystem C 7. The prediction module VorM is designed to determine dynamic objects as future driving scenes and to provide them as completely characterized dynamic objects. The prediction module VorM thus serves to predict how the current driving scene is likely to develop, with the focus on trajectories and state changes for the completely characterized dynamic objects.Characterized dynamic objects (characterized dynamic objects) are characterized here, for example, with regard to the object types such as pedestrians, trucks, cars, moving objects and with regard to the prediction, here, for example, where the object is moving and with regard to various states, for example, driving, waiting, etc., and with regard to the trajectory of the detected objects. Based thereon, the completely characterized dynamic objects (characterized dynamic objects) are provided as a signal.Furthermore, a maneuver tool MT is present in the eighth subsystem C 8, which maneuver tool is designed to receive the lane change signal as well as the completely characterized dynamic objects from the prediction module VorM as well as the activation signal from the management module VM as well as a speed. Furthermore, the maneuver tool MT receives a lane change restriction signal (VSM-Based Maneuver Constraints). This is generated by a maneuverability module MfM in a subsystem C13. In this case, the maneuverability module MfM is configured to define the maneuver range of the vehicle by an interpretation based on scene data, movement and v2x input signals, for example, and to form maneuver restrictions in order to ensure that the maneuverability is ensured in current and subsequent states and locations and thus to remain in the respective operational design domain (ODD) boundary conditions.Based on the received signals, the maneuver tool MT checks whether a collision is present in the event of a lane change. If a collision is possible, the activation signal (management module) is forwarded as an activation signal (scenario activation command). If no collision is possible or unlikely, then blind spot assistant 1 is ended.The maneuver tool MT is designed to detect a risk of collision if the detected probability of collision is above a threshold value. Such a threshold value can be defined in advance and can be based on empirical values, for example. The maneuver tool MT can be designed to recognize a collision or a collision probability with known algorithms / patterns.Furthermore, the seventh subsystem C 7 has a restriction module EschM for providing restrictions at least with regard to a position (position constraints), for example a longitudinal or lateral position (restriction) of the vehicle, and with regard to a speed (restriction) (speed constraints) (speed constraints) as a restriction signal (speed constraints). In this case, the restriction module EschM provides restrictions for planned maneuvers of the vehicle on the basis of present detected driving scene conditions, for example possible restrictions in the request for lane change, such as, for example, a risk of collision; TTC (Time to Collision)), etc.Furthermore, a ninth subsystem C 9 is provided, which has a target trajectory module ZM, for receiving the activation signal transmitted by the maneuver tool MT and the completely characterized dynamic objects and the restriction signal from the restriction module EschM with the restrictions with respect to a position (position constraints), for example the longitudinal and / or lateral position restrictions of the vehicle and with the restrictions with respect to the speed (speed constraints) and the detected acceleration, and an actuator restriction signal (MC-based motion constraints) which indicates the restrictions for specific maneuvers with respect to the actuators, for example with respect to the actuator settings / change speed etc.This actuator constraint signal (MC-Based Motion Constraints) may be generated in a tenth subsystem C 10 by an actuator constraint module ABeschM. Herein, the actuator restriction module ABeeschM restricts the movement of the vehicle based on actuator conditions, for example, in terms of actuator limits, actuator limit status, etc.Based on the signals, the target trajectory module ZM plans a target position (lateral target position) as a signal, which is expressed in the form of steering, braking and acceleration commands as lateral and longitudinal dynamics.Further, the target trajectory module ZM schedules a target steering angle (ΔM) as a signal related to the steering angle / the lateral and longitudinal directions of the vehicle based on the received signals. That is, the target trajectory module ZM plans the required path for the vehicle in the longitudinal and lateral directions with respect to steering, braking, and acceleration as the target steering angle. Likewise, the target trajectory module ZM schedules the lateral target acceleration, i.e. the lateral target acceleration (lateral target acceleration) as a signal.Furthermore, a movement plan module MovM is present in the eighth subsystem C8. In this case, the movement planning module MovM is designed for setting up and planning for different movement controls for controlling different movements. In this case, requirements and limit values for a lateral transverse movement are planned by the movement plan module MovM as transverse movement data (planned lateral motion data) as a signal, and an actuator effort as a signal which specifies the limit values for the required actuator effort (planned actuator effort) for example the torque data, force data. The movement plan module MovM thus provides the planned lateral transverse movement data, for example steering data, including the limit values for movement control, torque, braking force etc., and the planned effort for non-autonomous scenarios.Furthermore, the tenth subsystem C 10 is additionally provided with an actuator module AktM, which receives both the speed of the vehicle and the lateral target acceleration (lateral target acceleration) and also the target position (lateral target position) and target steering angle (target steering angle) and the lateral movement data (planned lateral motion data) and the actuator effort (planned actuator effort) as a signal from the movement plan module MovM.Based on the received signals, the actuator module AktM is designed to calculate a rotation angle (Desired Rotation Angle) to be set with a desired exertion of force, wherein the exertion of force contains the information about the exertion of force (Desired Effort) which is to be generated by the actuators causing the movement. The angle of rotation is the amount of rotation. The actuator module AktM sends the calculated rotation angle and the effort to a conversion module ConversionM in order to effect the desired movement control.Thus, the actuator module AktM is responsible for requesting drive changes associated with the movement of the vehicle. Further tasks can be the provision of the interface to a plurality of external drive modules, the reception and management of vehicle movement specifications from other subsystems as a calculation basis, the calculation of the power to be provided by the movement actuators by converting the target trajectory into a corresponding drive request and the transmission of the calculated desired movement request via a digital signal to the movement actuators.Furthermore, an eleventh subsystem C 11 is provided, which has the conversion module ConversionM, for converting the received angle of rotation and the effort on the basis of a received high-voltage voltage. Furthermore, the subsystem C 11 has a feedback module FeedM, which transmits the feedback as feedback about the actual conversion, here about the conversion of the angle of rotation and the force exertion, to the actuator module AktM. In this case, the feedback can be taken into account when the angle of rotation and the force exertion are calculated anew.Furthermore, the actuators comprise at least one steering wheel actuator. In this case, the conversion module ConversionM is designed to generate a force feedback (steering wheel torque) on the basis of the applied angle of rotation for transmission to the at least one steering wheel actuator for indicating the applied steering wheel torque to the driver. The steering wheel can, for example, vibrate for indicating the steering torque.The blind spot assistant 1 thus provides as outputs the lateral dynamics, i.e. the physical movement of the vehicle in the lateral direction as lateral dynamics, which is transmitted to the infrastructure Infra to which the road surface belongs. Another output is the warning and force feedback that is returned to the driver.Blind spot assistant 1 monitors dynamic road users such as vehicles, bicycles, etc. in the blind spot area and checks for a possible collision with the vehicle when the driver initiates a lane change. When the blind spot assistant 1 detects a possible collision, it alerts the driver and also provides steering assistance to keep the vehicle in the lane and avoid a possible collision.Thus, blind spot assistant 1 interacts with two context elements, the driver and the infrastructure. The driver sends and receives information (physical or digital) to and from the system, while the infrastructure receives only information.FIG. 3 shows a blind spot assistant 1 having a deactivation module DeM for receiving a driver input FAEI as a deactivation signal for deactivation (scenario deactivation command). The deactivation module DeM is designed to effect deactivation of the blind spot assistant 1 on the basis of the deactivation signal.The deactivation signal (scenario deactivation command) can be generated, for example, by an input as driver input FAEI to a corresponding display / press of a corresponding switch.The deactivation module DeM is configured to generate a deactivation output signal (Inactive), which carries the deactivation of the blind spot assistant 1 as information.In this case, the output module AusM can be designed to output the deactivation output signal (Inactive). The output can include a warning that indicates the inactive status of blind spot assistant 1, for example, haptically / optically / acoustically.FIG. 4 shows the blind spot assistant 1 in a further embodiment with a deactivation function. This can be located, for example, in the management module VM. The deactivation function can be triggered, for example, by input as driver input FAEI into a corresponding display / press of a corresponding switch, the corresponding driver input FAEI being forwarded to the management module VM as deactivation signal (Scenario Deactivation Command). The management module VM is configured to generate a deactivation output signal (Inactive), which carries the deactivation of the blind spot assistant 1 as information.Furthermore, the management module VM brings about deactivation of the blind spot assistant 1 on receipt of the deactivation signal (Scenario Deactivation Command).List of reference characters1 Blind spot assistant 3 Blind spot assist architecture EM Input data module KP Capacity module PM Peripheral module FS Driver state detection module EgoM Motion module EnhM Ego Motion module VM Management module FromM Output module EngM Energy module SM Sensor module EHM Detection horizon module Ego-PosM Ego Position module PosM Position module POV Processing module HM Hypothesis module VorM Prediction module MT Maneuver tool ZM Target trajectory module EschM Restriction module ABeschM Actuator restriction module MovM Motion plan module AktM Actuator module ImplementationM Implementation module FeedM Feedback module infra infrastructure FAEI driver input DeM deactivation module C1-C14 subsystem

Claims

Blind spot assistant (1) for a vehicle for avoiding a collision during a lane change of the vehicle, comprising a plurality of sensors which comprise peripheral sensors and actuators which comprise peripheral actuators, wherein the blind spot assistant (1) has a blind spot assist architecture (3) comprising different modules, characterized in that the blind spot assist architecture (3) has a first subsystem (C1) with an input data module (EM) for receiving and detecting driver inputs (FAEI), wherein the driver inputs (FAEI) have at least one activation as input into an activation input device as activation request for activation for the blind spot assistant (1) and a gear lever position for detecting an engaged forward gear or reverse gear, wherein the input data module (EM) is designed to receive and detect a forward gear or a reverse gear, Generating a gear lever signal and an activation request signal based on the received driver inputs (FAEI), a second subsystem (C2) with a management module (VM), wherein the management module (VM) is designed to receive the gear lever signal and to detect an engaged forward gear or reverse gear based on the gear lever signal and also to receive the activation request signal, and is furthermore designed to generate an activation signal when the forward gear is detected, which activation signal causes at least one activation of different modules in a predefined sequence, a fifth subsystem (C5) with a sensor module (SM), wherein the sensor module (SM) is designed to detect raw sensor data in a near detection range and middle detection range of the vehicle using existing sensors, and to generate a sensor signal, which carries, generates and transmits the raw sensor data to a processing module (POV), has a sixth subsystem (C6) with the processing module (POV), wherein the processing module (POV) is designed to, based on the sensor signal, a detected position of the vehicle and a detection horizon signal which carries the information about blind spots, to detect dynamic objects at least in the blind spots and to provide them as processed environmental data, and to generate an environmental data signal which carries the processed environmental data as a signal, has a seventh subsystem (C7) with a prediction module (VorM) and a restriction module BMP, wherein the restriction module (BMP) is configured to receive a position of the vehicle as well as a speed as well as the processed environmental data as an environmental data signal and a hypothesis signal which provides information about possible hypothetical maneuvers in detected blind spot areas, and is further configured to generate, based on the received signals, a lane change signal which carries the restrictions for a lane change as a signal, and wherein the prediction module (VorM) is configured to determine dynamic objects as driving scenes and to provide them as fully characterized dynamic objects, comprises an eighth subsystem (C8) with a maneuver tool (MT), wherein the maneuver tool (MT) is designed to receive the lane change signal as well as the completely characterized dynamic objects from the prediction module (VorM) as well as the activation signal from the management module (VM) as well as the speed as well as a lane change restriction signal, which contains maneuver restrictions of the vehicle with respect to a lane change as information, and which checks on the basis of the signals whether a collision risk exists in the lane change and which is furthermore designed to forward the activation signal in the case of a detected existing collision risk, has a ninth subsystem (C9) with a target trajectory module (ZM), wherein the target trajectory module (ZM) is configured to receive the activation signal transmitted by the maneuver tool (MT) and the completely characterized dynamic objects and a restriction signal which carries restrictions with respect to a position and a speed of the vehicle as information, and a detected acceleration and an actuator restriction signal which carries restrictions for specific maneuvers with respect to the actuators as information, and wherein the target trajectory module (ZM) is further configured to plan a target position as well as a target steering angle and a transverse target acceleration, each as a signal, and to transmit it to an actuator module (AktM), based on the signals, for taking account of a determination of a rotational angle to be set with a desired exertion of force which contains the information about the exertion of force, the actuator is to be generated by the actuators causing the movement.Blind spot assistant (1) according to Claim 1, characterized in that the management module (VM) is designed to end the blind spot assistant (1) when the reverse gear is detected.Blind spot assistant (1) according to Claim 2, characterized in that the blind spot assistant (1) has an output module (AusM) for displaying information for the driver, and the management module (VM) is designed to generate an inactive signal for display on the output module (AusM) when the blind spot assistant (1) is ended.Blind spot assistant (1) according to one of the preceding claims, characterized in that the restriction module BMP is designed to generate a warning as a warning signal when a possible violation of the restriction is detected.Blind spot assistant (1) according to one of the preceding claims, characterized in that a hypothesis module (HM) is present which generates a hypothetical maneuver in detected blind spot areas for the vehicle on the basis of a hypothetical driving behavior of the vehicle, wherein the hypothesis module (HM) generates a hypothesis signal on the basis of the information, which hypothesis signal carries the information as a signal.Blind spot assistant (1) according to one of the preceding claims, characterized in that a restriction module (EschM) is provided for providing restrictions at least with respect to a position and a speed of the vehicle as a restriction signal, wherein the restriction module (EschM) is designed to generate the restrictions on the basis of a detected driving situation.Blind spot assistant (1) according to one of the preceding claims, characterized in that the maneuver tool (MT) is designed to end the blind spot assistant (1) if a detected collision probability below a threshold value is detected.Blind spot assistant (1) according to one of the preceding claims, characterized in that the maneuver tool (MT) is designed to detect a risk of collision if a detected probability of collision is above a threshold value.Blind spot assistant (1) according to one of the preceding claims, characterized in that an actuator restriction module (ABeschM) is present for generating an actuator restriction signal which provides restrictions at least for specific maneuvers with respect to the required actuators.Blind spot assistant (1) according to one of the preceding claims, characterized in that the actuator module (AktM) is designed to receive the speed of the vehicle and also the transverse target acceleration and also the target position and the target steering angle, and also transverse movement data and an actuator effort which provides the limit values for the required actuator effort and a transverse movement with respect to the required actuators as a signal, and which is furthermore designed to perform the calculation of the angle of rotation to be set and the desired effort on the basis of the received signals.Blind spot assistant (1) according to one of the preceding claims, characterized in that an eleventh subsystem (C11) is provided with the conversion module (ConversionM) for converting the received angle of rotation and the exertion of force as transverse dynamics by means of the necessary actuators.Blind spot assistant (1) according to one of the preceding claims, characterized in that the actuators comprise at least one steering wheel actuator and the conversion module (ConversionM) is designed to generate a force feedback on the basis of the desired exertion of force for transmission to the at least one steering wheel actuator.Blind spot assistant (1) according to Claim 11 or 12, characterized in that the eleventh subsystem (C11) has a feedback module (FeedM), which receives feedback about an actual conversion to the actuator module (AktM) as feedback for consideration in the event of renewed calculation of a rotation angle and of a force exertion.Vehicle having a blind spot assistant (1) according to one of the preceding claims.Method for providing a blind spot assistant (1) for a vehicle for avoiding a collision during a lane change of the vehicle comprising a plurality of sensors which comprise peripheral sensors and actuators which comprise peripheral actuators, wherein the blind spot assistant (1) has a blind spot assistant architecture (3) comprising different modules, comprising the steps of: - providing a first subsystem (C1) with an input data module (EM) for receiving and detecting driver inputs (FAEI), wherein the driver inputs (FAEI) comprise at least one activation as input into an activation input device as activation request for activation for the blind spot assistant (1) and a gear lever position for detecting an engaged forward or reverse gear, wherein the input data module (EM) is designed to, Generating a gear lever signal and an activation request signal on the basis of the received driver inputs (FAEI), - providing a second subsystem (C2) with a management module (VM), which is designed to receive the gear lever signal and to recognize an engaged forward gear or reverse gear on the basis of the gear lever signal and also to receive the activation request signal and is designed to generate an activation signal when the forward gear is recognized, which activation signal causes at least one activation of different modules in a predefined sequence, - providing a fifth subsystem (C5) with a sensor module (SM), wherein the sensor module (SM) is designed to acquire raw sensor data in a near-detection range and middle-detection range of the vehicle using existing sensors and to acquire a sensor signal which carries the raw sensor data, Generating and transmitting them to a processing module (POV), - providing a sixth subsystem (C6) with the processing module (POV), wherein the processing module (POV) is designed to, based on the sensor signal, a detected position of the vehicle and a detection horizon signal which carries the information about blind spots, to detect dynamic objects at least in the blind spots and to provide them as processed environmental data, and to generate an environmental data signal which carries the processed environmental data as a signal, - providing a seventh subsystem (C7) with a prediction module (VorM) and a restriction module (BMP), wherein the restriction module (BMP) is configured to receive a position of the vehicle as well as a speed as well as the processed environmental data as an environmental data signal and a hypothesis signal which provides information about possible hypothetical maneuvers in detected blind spot areas, and is further configured to generate, based on the received signals, a lane change signal which carries the restrictions for a lane change as a signal, and wherein the prediction module (VorM) is configured to determine dynamic objects as future driving scenes and to provide them as fully characterized dynamic objects, - providing an eighth subsystem (C8) with a maneuver tool (MT), wherein the maneuver tool (MT) is designed to receive the lane change signal as well as the completely characterized dynamic objects from the prediction module (VorM) as well as the activation signal from the management module (VM) as well as the speed as well as a lane change restriction signal, which contains maneuver restrictions of the vehicle with respect to a lane change as information, and which checks on the basis of the signals whether a collision risk exists during the lane change and which is further designed to forward the activation signal when a collision risk exists is detected, - providing a ninth subsystem (C9) with a target trajectory module (ZM), wherein the target trajectory module (ZM) is configured to receive the activation signal transmitted by the maneuver tool (MT) and the completely characterized dynamic objects and a restriction signal which carries restrictions with respect to a position and a speed of the vehicle as information, and a detected acceleration and an actuator restriction signal which carries restrictions for specific maneuvers with respect to the actuators as information, and the target trajectory module (ZM) is further configured to plan a target position, as well as a target steering angle and a lateral target acceleration, respectively as a signal and to transmit them to an actuator module (AktM), based on the signals, for taking account of a determination of a rotational angle to be set with a desired exertion of force which contains the information about the exertion of force, the actuators that cause the movement are to generate, executing the angle of rotation to be set with the desired effort.

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