END OF A BANQUET RIDE OF A MOTOR VEHICLE

Description

[0001] The present invention relates to a method for terminating a verge journey of a motor vehicle as well as a corresponding system and a computer program.

[0002] When a motor vehicle is driving on a verge, i.e., a situation in which at least one wheel of the vehicle is on a verge next to a roadway and at least one opposite wheel is on the roadway, a so-called µ-split situation exists. Here, µ represents the coefficient of friction between the respective wheels and the corresponding surface. For example, the left wheels of the vehicle are on the roadway with a high coefficient of friction, such as concrete or asphalt, whereas the right wheels of the vehicle are on the verge with a low coefficient of friction, such as grass, gravel, or sand.If the driver of the motor vehicle recognizes this situation and attempts to steer the vehicle back onto the roadway, the driver may perform excessive steering, braking, or acceleration maneuvers, resulting in loss of control of the vehicle or further toward the opposite side of the road than intended. This could result in serious accidents.

[0003] Conventional driver assistance systems, such as ESC systems, cannot prevent the vehicle from skidding or oversteering in every situation, especially when the driver reacts particularly intensely. Optical driver assistance systems based on cameras or similar devices cannot detect lane markings or road edges in every situation, so they cannot reliably prevent accidents caused by driving on the verge.

[0004] Document US 2010 / 0182139 A1 describes a method for warning a driver when a lane departure occurs. This involves estimating the time within which the lane departure is expected and determining the driver's fatigue index. For this estimation, for example, a temporal progression of the steering angle can be recorded.

[0005] Document US 2005 / 080532 A1 describes a method designed to prevent a vehicle from skidding or swerving when the driver brakes in a µ-split situation. To do this, a left-right braking force difference is determined when the vehicle is braking and is considered as such if it exceeds a threshold value. Furthermore, a correction factor is determined based on the steering angular velocity, and a steering correction amount is calculated based on this value.

[0006] Against this background, it is an object of the present invention to provide an improved concept for ending a verge journey of a motor vehicle, which makes it possible to end the verge journey more quickly, safely or reliably.

[0007] This object is achieved by a method, a system, and a computer program according to the independent claims. Advantageous developments and further embodiments are the subject of the dependent claims.

[0008] The improved concept is based on the idea of ​​determining the steering intensity of a driver's manual steering maneuver during a verge drive and classifying the maneuver according to the steering intensity. Depending on the classification, an automatic intervention in the vehicle's control system is performed.

[0009] According to an independent aspect of the improved concept, a method is provided for ending a verge journey of a motor vehicle, wherein - by means of a detection unit of the motor vehicle it is detected that the motor vehicle is at least partially located on a verge, and for this purpose a characteristic value for a probability that at least one wheel of the motor vehicle is located on the verge is calculated by means of a system of the detection unit for detecting a vehicle state variable, wherein for this purpose a time profile of a wheel speed, a wheel slip, a lateral acceleration, a longitudinal acceleration and / or a vertical acceleration of the motor vehicle, a yaw rate of the motor vehicle, a spring deflection of one or more wheels of the motor vehicle or a damper acceleration of one or more dampers of the motor vehicle is determined;- a steering intensity of a manual steering maneuver is determined by means of a steering sensor unit of the motor vehicle; - one of at least two predetermined steering parameters is assigned to the steering maneuver depending on the steering intensity by means of a computing unit of the motor vehicle; and - an automatic intervention in a vehicle control system is carried out by means of a control unit of the motor vehicle depending on the assigned steering parameter;

[0010] The manual steering maneuver includes, in particular, manual operation of a steering wheel or an alternative steering element by the driver, in particular in response to the presence of the verge.

[0011] The steering intensity may, for example, depend on a value of a steering angle, a steering angle acceleration and / or steering angle speed during the manual steering maneuver.

[0012] The fact that the motor vehicle is at least partially located in the verge can be understood to mean that the motor vehicle is driving with at least one wheel of the motor vehicle in the verge.

[0013] A verge journey of a motor vehicle can be understood here and below as meaning that at least one wheel of the motor vehicle is on or in a verge while the motor vehicle is traveling, while at least one other wheel of the motor vehicle, in particular a further wheel located on a side of the motor vehicle opposite the wheel, is not in the verge but in particular on a roadway. In particular, in the case of a motor vehicle with four wheels, when traveling on a verge, for example, a right or a left wheel is in the verge while all the other wheels are on the roadway, or both right wheels or both left wheels are in the verge while the other two wheels are each on the roadway.

[0014] Here and in the following, a roadway can be understood as a paved area intended for regular motor vehicle traffic, i.e. in particular a paved road, for example an asphalt road, a concrete road or a paved road.

[0015] Here and in the following, a verge refers to an unpaved area adjacent to the roadway, particularly to the side of the roadway. The verge may, for example, comprise a grass surface, a gravel surface, a gravel lawn, or another unpaved surface. In particular, the surface finish of the verge differs from the surface finish of the roadway.

[0016] In particular, the respective friction coefficients of a vehicle wheel on the road surface and on the verge differ. The friction coefficient on the road surface is particularly higher than the friction coefficient on the verge. Driving on a verge therefore results in a so-called µ-split situation.

[0017] The detection unit can, for example, include a camera system and / or a system for detecting wheel movement of the motor vehicle. The detection unit is configured as a system for detecting a vehicle state variable, such as vehicle acceleration, yaw rate, wheel speed, or a sensor system for identifying the condition of the road surface. Thus, the detection unit, particularly together with the computing unit, calculates a characteristic value for the probability that at least one wheel of the motor vehicle is on the shoulder.For this purpose, a time course of the wheel speed, a wheel slip, a lateral acceleration, a longitudinal acceleration and / or a vertical acceleration of the motor vehicle, a yaw rate of the motor vehicle, a spring deflection of one or more wheels of the motor vehicle or a damper acceleration of one or more dampers, in particular wheel dampers, of the motor vehicle is determined.

[0018] If the detection unit comprises an optical system, an optical sensor system, such as a camera system or a lidar system, or a radar system, it can be used, for example, to monitor the surroundings of the motor vehicle and detect lane markings, a road edge, or other infrastructure features in the vicinity of the motor vehicle. Based on this, the lateral position of the motor vehicle relative to the roadway or roadway boundaries can be determined. The presence of the shoulder can also be detected in this way.

[0019] Depending on the assigned steering index, the automatic intervention in the vehicle control may be an intervention with an effect that is opposite to the manual steering maneuver or an intervention with an effect that supports the manual steering maneuver.

[0020] The at least two predefined steering parameters can, for example, include two or three steering parameters, such as a first, a second, and a third steering parameter. The parameters can, for example, be understood to define corresponding driver reaction classes for a driver's reaction to the presence of the verge, i.e., a driver reaction. The driver reaction includes the manual steering maneuver and may, if necessary, include further manual maneuvers, such as a manual braking maneuver or a manual drive or acceleration maneuver by the driver.

[0021] For example, the first driver reaction class or first steering index may correspond to a non-existent, absent, insignificant, or insufficient driver reaction. The second driver reaction class or second steering index may, for example, correspond to an appropriate driver reaction, which, in particular, does not lead to oversteering or skidding of the motor vehicle or to the driver losing control of the motor vehicle. The third driver reaction class or third steering index may, for example, correspond to an excessive driver reaction. In the case of an excessive driver reaction, for example, oversteering or skidding of the motor vehicle or the driver losing control of the motor vehicle must be expected.

[0022] In particular, in the case of the second driver reaction class, i.e. in the case of an appropriate driver reaction, the automatic intervention can support the manual steering maneuver and in the case of the third driver reaction class, i.e. in the case of an excessive driver reaction, the automatic intervention can weaken the driver's manual steering maneuver, thus counteracting it.

[0023] According to a method for ending a verge drive based on the improved concept, the driver's reaction can be precisely determined and classified based on the steering intensity of the manual steering maneuver. Depending on the driver's reaction, different automatic corrections or interventions in the vehicle control system can be made. The advantage of this is ultimately due to the presence of the µ-split situation.

[0024] In a procedure according to the improved concept, the steering intensity is taken into account in a differentiated manner as an important influencing factor for the behavior of the vehicle when the µ-split situation ends, in particular when the friction coefficient jump occurs.

[0025] The driver may, for example, react by excessively steering and / or braking if they recognize that they are approaching a verge. In such a case, which can occur particularly when steering is very intense, the method can be used by the control unit to intervene in the vehicle control system in order to mitigate the driver's overreaction. However, if the driver reacts appropriately or even less intensively than appropriate, it may be useful to support the driver by intervening in the vehicle control system, thus reinforcing the effect of the manual steering maneuver. Both situations are covered in a method based on the improved concept, and the verge is ended as quickly, safely, and reliably as possible.

[0026] By taking the steering intensity into account in a differentiated manner, the driver's reaction can be specifically addressed in each individual case, which on the one hand increases safety when ending the verge and on the other hand, particularly in the case of an appropriate driver reaction, can accelerate the end of the verge and prevent the vehicle from oversteering in advance.

[0027] According to at least one embodiment of the method for terminating the verge drive, a steering angle of the steering maneuver is determined, in particular by means of a steering angle sensor of the motor vehicle, to determine the steering intensity. The first steering index of the steering indexes is assigned to the steering maneuver if the magnitude of the steering angle is less than or equal to a predetermined first steering angle limit.

[0028] The first steering angle limit corresponds, in particular, to a steering angle that must be at least reached by the manual steering maneuver for the steering maneuver to be recognized or identified as such, or for the driver's intention to steer the motor vehicle off the verge to be determined. Accordingly, the first key figure is assigned to the steering maneuver, for example, if it is determined based on the specific steering angle of the steering maneuver that the driver is not steering the motor vehicle off the verge.

[0029] In particular, the steering angle sensor can be a steering angle sensor that a chassis control system (ESC) also uses to detect and analyze the steering angle and compare it with the actual direction of travel of the vehicle. For example, if the vehicle does not follow the steering angle set by the driver, which corresponds to understeering or oversteering, the ESC system can adjust the direction of travel desired by the driver through wheel-selective braking interventions.

[0030] A vehicle's fatigue assistance system can also analyze the driver's steering behavior and, if necessary, use the same steering angle sensor.

[0031] Accordingly, the presence of the steering angle sensor can be advantageously used for other driver assistance systems in a method for ending the verge drive, so that a synergy effect and corresponding cost savings are possible.

[0032] To determine the steering intensity, the steering angle is measured continuously or repeatedly, particularly during a specified time interval. The first steering index is assigned to the steering maneuver, particularly if the steering angle sensor determines that the steering angle is less than or equal to the steering angle limit value throughout the entire time interval.

[0033] The steering angle is a particularly meaningful parameter for characterizing steering intensity. The larger the steering angle, the greater the steering intensity tends to be.

[0034] According to at least one embodiment, a steering angular velocity of the steering maneuver is determined to determine the steering intensity. A second steering characteristic of the at least two steering characteristic values ​​is assigned to the steering maneuver if the magnitude of the steering angle is greater than the first steering angle limit, in particular at least once during the time interval, and a magnitude of the steering angular velocity is less than or equal to a predetermined steering speed limit, in particular during the entire time interval.

[0035] The steering angle speed can be determined in particular by means of a steering speed sensor, wherein the steering angle sensor is configured, for example, to also determine the steering angle speed or the computing unit is configured, for example, to calculate the steering angle speed from the determined steering angle and its temporal progression.

[0036] In such a case, for example, if the steering angle is greater than the first steering angle limit, it is determined that the driver is steering the vehicle off the verge. However, this does not yet determine whether the driver is reacting appropriately or excessively.

[0037] The steering speed limit, for example, corresponds to a threshold value that must be exceeded in order to assume excessive driver reaction. Therefore, if the steering angle speed is always less than or equal to the steering speed limit during the time interval, there is a high probability that an appropriate steering or driver reaction will occur even if the steering angle exceeds the first steering angle limit.

[0038] The second steering index is therefore assigned to the steering maneuver when an appropriate steering reaction or steering intensity of the driver's reaction can be assumed.

[0039] By taking the steering angle and steering angular velocity into account, an overall improved and more accurate assessment of steering intensity can be made. Classifying the intensity into different steering intensity classes or assigning the various steering parameters allows for a more precise classification of the driver's reaction and, accordingly, more specific automatic intervention.

[0040] According to at least one embodiment, the second characteristic number is assigned to the steering maneuver if the magnitude of the steering angle is greater than the first steering angle limit value, in particular at least once during the predetermined time interval, and less than or equal to a predetermined second steering angle limit value, in particular during the entire interval, and the magnitude of the steering angular speed is greater than the steering speed limit value, in particular at least once during the predetermined time interval.

[0041] In this case, the driver's reaction is appropriate, even though the steering angle speed is greater than the steering speed limit, because the steering angle does not exceed the second steering angle limit. This means that even a high steering angle speed alone does not necessarily indicate an excessive driver reaction; rather, a correspondingly large steering angle is also required.

[0042] According to at least one embodiment, a third steering characteristic of the at least two predetermined steering characteristic numbers is assigned to the steering action if the magnitude of the steering angle is greater than the first steering angle limit value and greater than the second steering angle limit value, in particular at least once during the predetermined time interval, and the magnitude of the steering angular speed, in particular at least once during the time interval, is greater than the steering speed limit value.

[0043] The third steering index is assigned to the steering action when excessive driver reaction, particularly excessive steering maneuvering, is detected. Exceeding the second steering angle limit in combination with exceeding the steering speed limit indicates excessive driver reaction.

[0044] If the steering angle speed is greater than the steering angle limit, particular consideration is given to how much greater the steering angle is than the first steering angle limit, in particular whether it is greater than the second steering angle limit.

[0045] The described embodiments enable a differentiated and detailed evaluation and classification of the steering behavior, particularly the driver's steering maneuver. The driver's steering behavior represents a crucial parameter for characterizing the intensity of the driver's reaction.

[0046] According to at least one embodiment, a braking intensity of a manual braking maneuver performed by the driver is determined by means of a braking sensor unit of the motor vehicle. Depending on the braking intensity, the computing unit assigns one of at least two predetermined braking parameters to the braking maneuver.

[0047] The automatic intervention in the vehicle control is carried out depending on the assigned braking index, which was assigned to the braking maneuver, and depending on the steering index.

[0048] By taking into account the braking behavior in the form of the driver's manual braking maneuver, a more precise differentiation and allocation of the driver's reaction and an even more specific adjustment of the automatic intervention to the specific individual situation is possible.

[0049] In particular, in such embodiments, the automatic intervention, i.e. whether the intervention is carried out and, if so, whether it is carried out in such a way that it supports or counteracts the driver's reaction, is carried out depending on the assigned braking index.

[0050] According to at least one embodiment, in order to determine the braking intensity, a brake pedal travel during the braking maneuver and / or a brake pedal speed during the braking maneuver and / or a brake pressure of the braking maneuver is determined by means of the brake sensor unit.

[0051] Brake pedal travel, brake pedal speed, and brake pressure each represent suitable parameters for determining the intensity of the braking maneuver. The higher the brake pressure, the greater the brake pedal speed, and the greater the brake pedal travel of the braking maneuver, the greater the braking intensity.

[0052] The greater the braking intensity, the higher the probability that the driver is overreacting and the more likely it may be to implement automatic intervention to counteract the driver's reaction, especially the manual steering maneuver.

[0053] According to at least one embodiment, the braking index and the steering index assigned to the braking maneuver and the steering maneuver, respectively, are weighted by the computing unit according to a predefined set of weighting factors. A driver reaction class from at least two predefined driver reaction classes is determined by the computing unit as a function of the weighted braking index and the weighted steering index. The intervention in the vehicle control is carried out as a function of the determined driver reaction class.

[0054] The steering index, in particular, provides an indication of the driver's reaction—that is, whether the driver is steering the vehicle off the verge, and if so, whether the driver's reaction is appropriate or excessive. Braking intensity can also influence the precise classification of the driver's reaction. In particular, the steering index may be given greater weight than the braking index.

[0055] In other words, it is necessary to measure steering intensity to determine whether the driver is steering the vehicle off the shoulder. Braking intensity alone may not be sufficient for this purpose.

[0056] According to at least one embodiment, the drive intensity of a manual drive maneuver performed by the driver is determined by means of an accelerator pedal sensor unit of the motor vehicle, and the drive maneuver is assigned one of at least two predetermined drive characteristic numbers by means of the computing unit depending on the drive intensity. The intervention in the vehicle control system is performed depending on the assigned drive characteristic number assigned to the drive maneuver.

[0057] The driving maneuver refers, in particular, to the actuation of a motor vehicle's accelerator pedal. The driving intensity refers, in particular, to the intensity of the actuation of the accelerator pedal.

[0058] To determine the drive intensity, for example, an accelerator pedal travel during the drive maneuver and / or an accelerator pedal speed during the drive maneuver can be determined.

[0059] According to at least one embodiment, the braking index, the steering index and the drive index are weighted according to the predetermined set of weighting factors by means of the computing unit, the driver reaction class is determined by means of the computing unit as a function of the weighted braking index, the weighted steering index and the weighted drive index, and the intervention in the vehicle control is carried out as a function of the determined driver reaction class.

[0060] Taking the accelerator pedal input into account allows for further differentiation and a more precise classification of the driver's reaction. The explanations regarding the braking maneuver also apply analogously to the drive maneuver. In particular, the drive index can be given less weight than the braking index when weighting the other indicators.

[0061] According to at least one embodiment, the control unit performs the automatic intervention as an intervention opposing the manual steering maneuver if the determined driver reaction class corresponds to a first driver reaction class of the at least two driver reaction classes. The automatic intervention is performed as an intervention supporting the manual steering maneuver if the determined driver reaction class corresponds to a second driver reaction class of the at least two driver reaction classes.

[0062] The first driver reaction class corresponds in particular to an excessive driver reaction, which makes oversteering or loss of control of the vehicle more likely, especially when exiting the verge. The second driver reaction class corresponds in particular to a driver reaction that is considered appropriate to exit the verge without loss of control of the vehicle.

[0063] According to at least one embodiment, no intervention in the vehicle control is automatically performed if the determined driver reaction class corresponds to a third driver reaction class of the at least two driver reaction classes.

[0064] The third driver reaction class corresponds to a driver reaction that suggests that the driver has not initiated any measures to clear the verge. In such a situation, it could endanger safety to carry out an automatic intervention, which may come as a surprise to the driver.

[0065] For example, if the driver reaction class corresponds to the third driver reaction class, a warning signal can be issued to the driver by means of the computing unit to alert the driver to the presence of the verge or to request the driver to take measures to end the verge.

[0066] According to a further independent aspect of the improved concept, a system for ending a verge journey of a motor vehicle is provided, wherein the system includes a detection unit configured to detect that the motor vehicle is at least partially located on a verge, wherein the detection unit is configured to calculate, by means of a system of the detection unit for detecting a vehicle state variable, a characteristic value for a probability that at least one wheel of the motor vehicle is located on the verge, and to determine a time profile of a wheel speed, a wheel slip, a lateral acceleration, a longitudinal acceleration and / or a vertical acceleration of the motor vehicle, a yaw rate of the motor vehicle, a spring deflection of one or more wheels of the motor vehicle, or a damper acceleration of one or more dampers of the motor vehicle;- includes a steering sensor unit configured to determine a steering intensity of a manual steering maneuver; - includes a computing unit configured to assign one of at least two predetermined steering parameters to the steering maneuver depending on the steering intensity; and - includes a control unit configured to automatically intervene in a vehicle control system depending on the assigned steering parameter.

[0067] Further embodiments of the system for terminating the verge journey according to the improved concept follow directly from the various embodiments of the method for terminating the verge journey according to the improved concept, and vice versa. In particular, the system according to the improved concept can be configured or programmed to carry out a method according to the improved concept, or the system carries out a method according to the improved concept.

[0068] According to a further independent aspect of the improved concept, a computer program with instructions is specified. When the computer program is executed by a system according to the improved concept, in particular by a computing unit of the system, the instructions cause the system to perform a method for terminating a verge trip according to the improved concept.

[0069] According to a further independent aspect of the improved concept, a computer-readable storage medium is provided on which a computer program according to the improved concept is stored.

[0070] According to a further independent aspect of the improved concept, a motor vehicle is provided which includes a system for terminating a verge journey and / or a computer-readable storage medium according to the improved concept.

[0071] The invention also includes further developments of the method according to the invention that have features already described in connection with the further developments of the system according to the invention. For this reason, the corresponding further developments of the method according to the invention may not be described again.

[0072] The invention also includes combinations of the features of the described embodiments.

[0073] Exemplary embodiments of the invention are described below. These show: Fig. 1 shows a motor vehicle with an exemplary embodiment of a system for terminating a shoulder drive according to the improved concept; Fig. 2 shows a flowchart of an exemplary embodiment of a method according to the improved concept; and Fig. 3 shows a flowchart of part of another exemplary embodiment of a method for terminating a shoulder drive according to the improved concept. The exemplary embodiments explained below are preferred embodiments of the invention. In the exemplary embodiments, the described components of the embodiments each represent individual, independently considered features of the invention, which also further develop the invention independently of one another and are thus also to be considered as components of the invention, either individually or in a combination other than that shown. Furthermore, the described embodiments can also be supplemented by further features of the invention already described.

[0074] In the figures, functionally identical elements are provided with the same reference numerals.

[0075] In Fig. 1 a motor vehicle 1 is shown with an exemplary embodiment of a system 2 for terminating a verge journey of the motor vehicle 1 according to the improved concept.

[0076] The system 2 has a detection unit 3, which can contain a plurality of sensors or sensor units that can determine wheel movements of the wheels of the motor vehicle 1 and / or vehicle state variables of the motor vehicle 1, for example, a lateral, longitudinal, or vertical acceleration, a rotation or yaw rate of the motor vehicle, or the like. The detection unit 3 can also contain a camera system or an optical sensor system to monitor the surroundings of the motor vehicle 1 and, for example, to detect infrastructure features in the surroundings, such as a lane marking line or a road edge. Based on the respective sensor signals from the sensors or sensor units of the detection unit 3, the latter can detect whether a wheel of the motor vehicle 1 is located on the shoulder.

[0077] The system 2 also includes a steering sensor unit 4, which can determine a steering angle of a steering wheel of the motor vehicle 1 and a steering angular speed of the steering wheel, in particular in order to determine a steering intensity of a manual steering maneuver of the driver of the motor vehicle 1.

[0078] Optionally, the system 2 comprises a brake sensor unit 4', which can determine, for example, a brake pedal speed, a brake pressure and / or a brake pedal travel of a brake pedal of the motor vehicle 1 in order to determine a braking intensity of a manual braking maneuver of the driver.

[0079] The system 2 also has a computing unit 5 which is configured to assign one of at least two predetermined steering parameters to a steering maneuver of the driver depending on the steering intensity, depending on the measured values ​​of the steering sensor unit 4 and optionally depending on the measured values ​​of the brake sensor unit 4', and optionally to assign one of at least two predetermined braking parameters to the braking maneuver.

[0080] The system 2 also includes a control unit 6 which, depending on the steering index and optionally additionally depending on the braking index, can carry out or initiate an automatic intervention in a vehicle control system, in particular in a steering or braking system of the motor vehicle 1.

[0081] Optionally, the system 2 includes a computer-readable storage medium (not shown) on which, for example, a computer program according to the improved concept can be stored and which the computing unit 5 can access for reading in order to carry out a method according to the improved concept.

[0082] The function of the system 2 is explained below using exemplary embodiments of a method for ending a verge trip according to the improved concept with regard to Fig. 2 and Fig. 3 explained in more detail.

[0083] In Fig. 2 A flowchart of a procedure for terminating the verge drive according to the improved concept is shown.

[0084] In step 7 of the method, the detection unit 3 of the motor vehicle 1 is used to detect whether the motor vehicle is traveling on a verge, i.e. whether in particular at least one wheel of the motor vehicle 1 is located on the verge.

[0085] If it is determined in step 7 that there is no verge driving, the normal driving of motor vehicle 1 is continued in step 13 of the method.

[0086] If it is determined in step 7 that a verge is present, a driver reaction is determined and classified in step 8, for example by determining a driver reaction class, which can depend, for example, on a steering intensity of a manual steering maneuver by the driver and / or on a braking intensity of a manual braking maneuver by the driver.

[0087] In particular, in step 8, it is determined whether the driver is steering motor vehicle 1 off the verge. If this is the case, in step 8, it is also determined whether the steering and / or braking maneuver corresponds to an appropriate response to the verge or an excessive response. Accordingly, the driver reaction is assigned to a first, second, or third driver reaction class.

[0088] For further details on determining the driver reaction class, please refer to the explanations on Fig. 3 referred to.

[0089] In step 9 of the method, an automatic intervention in a vehicle control of the motor vehicle 1 is carried out by means of the control unit 6 depending on the driver reaction class.

[0090] If the driver reaction class corresponds to the first driver reaction class, this means that the driver is overreacting. In this case, the automatic intervention is carried out in such a way that its effect counteracts the driver's reaction, in particular the driver's steering maneuver, thus corresponding to a stabilizing effect.

[0091] For this purpose, for example, an automatic intervention in the steering system of motor vehicle 1 can be performed such that the vehicle is steered toward the shoulder. Alternatively or additionally, individual wheel braking can be applied to at least one wheel of motor vehicle 1 located on the shoulder.

[0092] If the driver reaction class corresponds to the second driver reaction class, the driver's reaction is appropriate. In this case, the intervention in the vehicle control system is carried out in such a way that its effect is aligned with the effect of the driver's reaction, in particular the manual steering maneuver, so that the intervention has, for example, an agility-enhancing effect.

[0093] This can be achieved, for example, by automatically implementing a steering intervention toward the roadway, i.e., away from the shoulder. Alternatively or additionally, a selective individual wheel braking intervention can be performed on a wheel of motor vehicle 1 located on the roadway.

[0094] If the driver reaction class corresponds to a third driver reaction class, it is concluded that the driver is not steering motor vehicle 1 off the shoulder. In this case, for example, no intervention in the vehicle's control system is performed. For example, a warning signal can be issued to the driver.

[0095] In steps 10 and 11, the stabilization or agility adjustment, i.e., in particular, the respective intervention in the vehicle control system, or the warning is continued, and a check is made to determine whether motor vehicle 1 has left the verge. If this is not the case, steps 10 and 11 are repeated iteratively until vehicle 1 has left the verge. However, if motor vehicle 1 has left the verge, the intervention or warning is terminated in step 12, and normal driving is continued in step 13.

[0096] In Fig. 3 is a flowchart of a part of another exemplary embodiment of a method according to the improved concept, in particular a part as it is used in step 8 of the method of Fig. 2 can be carried out.

[0097] In step 14 of the method, signals from the steering sensor unit 4 and optionally signals from the brake sensor unit 4' are detected by the computing unit 5. In particular, the steering angle, the steering angular velocity, the brake pedal travel, the brake pedal velocity, and / or the brake pressure can be detected by the computing unit 5.

[0098] In step 15, a check is carried out to determine whether the steering angle during a specified time interval, in particular during the entire time interval, is less than or equal to a specified first steering angle limit. If this is the case, it is concluded that the driver has not initiated any measures to steer motor vehicle 1 off the shoulder. Therefore, a first steering index is assigned to the steering maneuver, and the process continues with step 18.

[0099] If the steering angle exceeds the first steering angle limit value at least once during the time interval, the process continues with step 16.

[0100] In step 16, a check is performed, particularly by means of the computing unit 5, to determine whether the steering angular velocity is less than or equal to a steering speed limit during the entire time interval. If this is the case, it is concluded that the steering intensity, i.e., the driver's steering maneuver, is appropriate. A second steering index is assigned to the steering maneuver, and the process continues with step 18. If, however, it is determined that the steering speed limit was exceeded at least once during the time interval, the process continues with step 17.

[0101] In step 17, it is checked whether the steering angle is less than or equal to a second steering angle threshold value throughout the entire time interval. If this is the case, it is concluded that the driver's steering response is appropriate, particularly despite the relatively high steering angular velocity. The second steering index is assigned to the steering maneuver, and the process continues with step 18. If the second steering angle threshold value is exceeded at least once during the time interval, it is concluded that the driver's steering response is excessive. The third steering index is assigned to the steering maneuver, and the process continues with step 18.

[0102] In step 18, the first, second or third steering index is assigned to the steering maneuver by means of the computing unit 5 according to the result of the tests in steps 15 to 17 and the steering index is optionally weighted.

[0103] In an optional step 19, the braking intensity of a manual braking maneuver by the driver is determined. Depending on the determined braking intensity, which can be determined, for example, based on the brake pedal travel, the brake pedal speed, and / or the brake pressure, a braking index is determined and optionally also weighted.

[0104] In step 19, the driver reaction class is determined from the steering index or from the weighted steering index together with the weighted braking index, as with respect to Fig. 2 explained.

[0105] Using the steering sensor unit 4 and optionally the brake sensor unit 4', as well as upstream software modules, the driver's intention can be determined by detecting the driver inputs on the steering wheel, the brake pedal, or optionally the accelerator pedal of the motor vehicle 1 and provided to the method. The check in step 15 as to whether the driver is steering the motor vehicle 1 out of the shoulder can, for example, be based on determining a sign of the steering angle and the information as to whether the left or right wheels of the motor vehicle 1 are on the shoulder.

[0106] To classify the driver's steering maneuver as excessive, two conditions in particular must be met. The specified steering speed limit and the second steering angle limit must each have been exceeded at least once within the time interval.

[0107] In an analogous manner, a driver input can be classified on the brake pedal and / or the accelerator pedal.

[0108] The individual classifications can be combined into an overall driver reaction, to which the driver reaction class can be assigned as described. If the inputs to the brake and / or accelerator pedal are not used to determine the driver reaction class, the driver reaction class is already clearly defined by the steering index.

[0109] As described, the improved concept creates the possibility of initiating an automatic response to a verge journey, or a corresponding driver reaction, tailored specifically to the individual case. This allows the verge journey to be ended safely, reliably, and quickly.

Claims

1. Method for stopping a motor vehicle (1) from driving on a verge, wherein - a detection unit (3) of the motor vehicle (1) is used to detect that the motor vehicle (1) is at least partially located on a verge, and for this purpose a system of the detection unit (3) for detecting a vehicle state variable is used to calculate a characteristic parameter for a probability that at least one wheel of the motor vehicle (1) is located on the verge, wherein for this purpose a time curve of a wheel speed, of a wheel slip, of a lateral acceleration, of a longitudinal acceleration and / or of a vertical acceleration of the motor vehicle (1), of a yaw rate of the motor vehicle (1), of a spring deflection of one or more wheels of the motor vehicle (1) or of a shock absorber acceleration of one or more shock absorbers of the motor vehicle (1) is determined; - a steering intensity of a manual steering maneuver is determined by means of a steering sensor unit (4) of the motor vehicle (1); - one of at least two predefined steering characteristic values is assigned to the steering maneuver depending on the steering intensity by means of a computing unit (5) of the motor vehicle (1); and - depending on the assigned steering characteristic value, an automatic intervention in the vehicle control is carried out by means of a control unit (6) of the motor vehicle (1).

2. Method according to claim 1, characterized in that - in order to determine the steering intensity, a steering angle of the steering maneuver is determined; and - a first steering characteristic value of the steering characteristic values is assigned to the steering maneuver if a magnitude of the steering angle is less than or equal to a predefined first steering angle limit value.

3. Method according to claim 2, characterized in that - in order to determine the steering intensity, a steering angle speed of the steering maneuver is determined; and - a second steering characteristic value of the steering characteristic values is assigned to the steering maneuver if - the magnitude of the steering angle is greater than the first steering angle limit value; and - a magnitude of the steering angle speed is less than or equal to a predefined steering speed limit value.

4. Method according to claim 3, characterized in that - the second steering characteristic value is assigned to the steering maneuver if - the magnitude of the steering angle is greater than the first steering angle limit value and less than or equal to a predefined second steering angle limit value; and - the magnitude of the steering angle speed is greater than the steering speed limit value; and - a third steering characteristic value of the steering characteristic values is assigned to the steering action if - the magnitude of the steering angle is greater than the first steering angle limit value and greater than the second steering angle limit value; and - the magnitude of the steering angle speed is greater than the steering speed limit value.

5. Method according to any of claims 1 to 4, characterized in that - a braking intensity of a manual braking maneuver is determined by means of a braking sensor unit (4') of the motor vehicle; - one of at least two predefined braking characteristic values is assigned to the braking maneuver depending on the braking intensity by means of the computing unit (5); and - the automatic intervention in the vehicle control is carried out depending on the assigned braking characteristic value.

6. Method according to claim 5, characterized in that in order to determine the braking intensity, a brake pedal travel of the braking maneuver and / or a brake pedal speed of the braking maneuver and / or a brake pressure of the braking maneuver is / are determined.

7. Method according to either claim 5 or claim 6, characterized in that - the braking characteristic value and the steering characteristic value are weighted according to a predefined set of weighting factors by means of the computing unit (3); - one driver reaction class of at least two predefined driver reaction classes is determined depending on the weighted braking characteristic value and the weighted steering characteristic value by means of the computing unit (3); and - the intervention in the vehicle control is carried out depending on the determined driver reaction class.

8. Method according to claim 7, characterized in that by means of the control unit (6) - the automatic intervention is carried out as an intervention which opposes the manual steering maneuver if the determined driver reaction class corresponds to a first driver reaction class; and - the automatic intervention is carried out as an intervention which supports the manual steering maneuver if the determined driver reaction class corresponds to a second driver reaction class.

9. System for stopping a motor vehicle (1) from driving on a verge, wherein the system (2) - includes a detection unit (3) designed to detect that the motor vehicle (1) is at least partially located on a verge, wherein the detection unit (3) is designed to calculate, by means of a system of the detection unit (3) for detecting a vehicle state variable, a characteristic parameter for a probability that at least one wheel of the motor vehicle (1) is located on the verge, and for this purpose determine a time curve of a wheel speed, of a wheel slip, of a lateral acceleration, of a longitudinal acceleration and / or of a vertical acceleration of the motor vehicle (1), of a yaw rate of the motor vehicle (1), of a spring deflection of one or more wheels of the motor vehicle (1) or of a shock absorber acceleration of one or more shock absorbers of the motor vehicle (1); - includes a steering sensor unit (4) designed to determine a steering intensity of a manual steering maneuver; - includes a computing unit (5) designed to assign one of at least two predefined steering characteristic values to the steering maneuver depending on the steering intensity; and - includes a control unit (6) designed to carry out an automatic intervention in the vehicle control depending on the assigned steering characteristic value.

10. Computer program comprising instructions which, when the computer program is executed by a system (2) according to claim 9, cause the system (2) to carry out a method according to any of claims 1 to 8.