Method for operating an electronic vehicle guidance system for a motor vehicle, electronic vehicle guidance system, motor vehicle having an electronic vehicle guidance system, computer program, and computer-readable storage medium

Abstract

The invention relates to a method for operating an electronic vehicle guidance system (12) for a motor vehicle (10) during a journey of the motor vehicle (10) within a driving tube (32) that describes the journey and runs in front of the motor vehicle (10) in the direction of travel. A signal transmission from an accelerator pedal sensor (24) of the motor vehicle (10) to an engine control system (26) of the motor vehicle (10) is adjusted based on a detected probability of collision between the motor vehicle (10) and an object (34).

Description

[0001] 2024PF00316

[0002] 1

[0003] Method for operating an electronic vehicle guidance system for a motor vehicle, electronic vehicle guidance system, motor vehicle with an electronic vehicle guidance system, computer program and computer-readable storage medium

[0004] The invention relates to a method, in particular a computer-implemented method, for operating an electronic vehicle guidance system for a motor vehicle. A further aspect of the invention relates to an electronic vehicle guidance system. Further aspects of the invention relate to a motor vehicle with an electronic vehicle guidance system, a computer program, and a computer-readable storage medium on which the computer program is stored.

[0005] The invention lies in the technical field of electronic vehicle guidance systems, in particular driver assistance systems. It specifically considers situations in which an electronic vehicle guidance system is intended to actively intervene in the current operating state of a motor vehicle. This intervention can, for example, consist of or include controlling a steering and / or drive system of the motor vehicle. This can, in particular, prevent a collision between the motor vehicle and an object in its vicinity.

[0006] Intervention in the vehicle's operation, or rather in a current operating state, of a motor vehicle equipped with and operated by means of an electronic vehicle control system, can consist of interrupting the transmission of a control signal from an accelerator pedal sensor to the vehicle's engine control unit. In other words, the electronic vehicle control system may be designed to interfere with the signal transmission between the accelerator pedal sensor and the engine control unit. In this case, the vehicle will not accelerate, even if the driver presses the accelerator pedal.

[0007] Such an intervention is known from situations in which the motor vehicle in question is stationary, and a collision with a static object is to be prevented. In other words, in the known application scenarios, a static object, for example a wall, a fence, or another parked motor vehicle, is located near or in the vicinity of the 2024PF00316

[0008] 2

[0009] A motor vehicle, which is itself stationary. In this static situation, it can be recognized that a collision between the motor vehicle and the stationary object could occur if the driver of the motor vehicle, in the described situation, presses the accelerator pedal to accelerate the motor vehicle. In this case, the electronic vehicle guidance systems of known type can be activated and intervene in the signal transmission between the motor vehicle's accelerator pedal sensor and the associated engine control unit in order to ignore or suppress the accelerator pedal signal, so that the driver cannot accelerate the motor vehicle towards the object.

[0010] A prerequisite for the reliable operation of such electronic vehicle guidance systems is, first and foremost, the detection and determination of a collision distance between the vehicle and the object. As is well known, distances to both static and dynamic objects, i.e., moving objects, can be determined.

[0011] In this context, for example, DE 102022 102000 A1 describes a method for detecting objects in the environment of a vehicle, distinguishing between static and dynamic objects.

[0012] A method for determining the position and motion vector of an object in the vicinity of a motor vehicle is also known from US patent 2024 / 0194077 A1. This method can detect whether the object is entering a drive tube of the motor vehicle, in which case a warning signal can be generated.

[0013] DE 2022 130 111 A1 first describes the detection of objects in a vehicle's environment and the subsequent classification of these objects. Particular attention is paid to whether an object is classified as a pedestrian. Next, it is checked whether the object collides with the vehicle's roadway. Finally, a collision distance between the object and the vehicle is calculated.

[0014] Especially in flowing road traffic, i.e., with exclusively dynamic road users or objects that are all in motion, it is of great importance to be able to reliably prevent collisions between individual road users, while at the same time ensuring that any intervention by an electronic vehicle guidance system when a collision risk is detected is not too drastic.2024PF00316

[0015] 3

[0016] It should be ensured that the resulting interference with the operation of the motor vehicle (also: ego vehicle) endangers the driver of the ego vehicle or the surrounding road users.

[0017] It can therefore be considered an object of the present invention to increase traffic safety in flowing traffic overall, particularly in connection with the at least partially autonomous or fully autonomous operation of motor vehicles.

[0018] The invention is based on the understanding that the intervention of an electronic vehicle control system in the signal transmission between an accelerator pedal sensor and an engine control unit, as described above, generally results in a relatively gentle intervention in the vehicle's operation. The failure to accelerate despite the accelerator pedal being pressed is usually smoother than, for example, a full emergency stop. Thus, a driver is generally not surprised by an abrupt and harsh braking intervention or by the sound of a disturbing warning tone when acceleration fails. Similarly, following traffic does not necessarily have to brake as sharply, which can reduce the risk of rear-end collisions.

[0019] A first aspect of the invention therefore relates to a method for operating an electronic vehicle guidance system for a motor vehicle while the motor vehicle is traveling within a driving path that describes the journey and extends in front of the motor vehicle in the direction of travel. In other words, the invention relates in particular to the operation of the electronic vehicle guidance system for a motor vehicle that is currently in motion. Preferably, the current speed of the motor vehicle at the time of operation of the electronic vehicle guidance system according to the invention is greater than 0 km / h. The driving path describes an area that lies in front of the motor vehicle in the direction of travel and which the motor vehicle at least partially or completely traverses while following a currently planned trajectory.The driving lane can also extend vertically, encompassing a three-dimensional space. Visualization of such a driving lane is known, for example, in connection with parking assistance systems. There, the driving lane can be visualized, for instance, as a color-coded region on a display inside the vehicle. 2024PF00316.

[0020] 4

[0021] The method described here according to the invention is in particular a computer-implemented method, which can preferably be carried out exclusively by a data processing device.

[0022] In the present disclosure, a data processing device can be understood, for example, as a device with processing circuits for processing data. A data processing device can thus perform arithmetic operations to process data. Indexed access to a data structure, such as a lookup table (LUT) or a database, can also be considered an arithmetic operation. Data processing that is partially or fully implemented in hardware can also be considered an arithmetic operation.

[0023] A data processing device may, in particular, comprise one or more computers, one or more microcontrollers, and / or one or more integrated circuits, for example, one or more application-specific integrated circuits (ASICs), one or more field-programmable gate arrays (FPGAs), and / or one or more systems-on-a-chip (SoCs). A data processing device may also comprise one or more processors, for example, one or more microprocessors, one or more central processing units (CPUs), one or more graphics processing units (GPUs), and / or one or more signal processors, in particular one or more digital signal processors (DSPs). The data processing device may also comprise a physical or virtual cluster of computers or other devices of the aforementioned type.

[0024] A data processing device may also include one or more hardware and / or software interfaces, for example for receiving and / or providing data.

[0025] A data processing device may also include one or more storage devices. A storage device may be implemented as volatile memory, such as dynamic random access memory (DRAM) or static random access memory (SRAM), or as non-volatile data storage, such as read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), flash memory or flash EEPROM, ferroelectric random access memory (FRAM), magnetoresistive random access memory (MRAM), or phase-change random access memory (PCRAM).

[0026] 5

[0027] The terms "data processing system" and "at least one data processing device" may be used interchangeably within the scope of this disclosure.

[0028] The method according to the invention comprises receiving object data, which includes data acquired by means of environmental sensors of a sensor system. The sensor system can, for example, be a sensor system or an environmental sensor system of a motor vehicle. An environmental sensor system can be understood, for example, as a sensor system capable of generating sensor data or sensor signals that map, represent, or reproduce the environment of the environmental sensor system. In particular, the ability to acquire electromagnetic or other signals from the environment is not sufficient to consider a sensor system as an environmental sensor system in this sense. Environmental sensor systems within the meaning of the present disclosure can be, for example, cameras, in particular cameras operating in the visible range or cameras operating in the infrared range, radar systems, lidar systems, and / or ultrasound systems.A motor vehicle may have at least some or all of the aforementioned sensor types and make the data acquired by these sensors available for carrying out the procedure described here.

[0029] The object data already mentioned, acquired by the sensor system's environmental sensors, describes at least one object in the vehicle's surroundings. This surroundings encompass areas both inside and outside the described driving tube. In particular, the surroundings also include areas above the road surface, so that, for example, objects hanging down into the driving tube from above, such as from a bridge spanning the roadway, can also be detected. In other words, the system can be provided with object data describing objects located inside, outside, or at least partially inside the driving tube, especially in a three-dimensional space defined by the driving tube. In other words, the environmental sensors cover a field of view or detection range that includes the driving tube and / or areas outside of it.The object data can, for example, describe the current distance between the vehicle and the object. Such a distance can be calculated or derived, for instance, from a camera image from a vehicle camera or from sensor data from an ultrasonic sensor system in the vehicle. The object data can also describe the height or size of the object. 2024PF00316.

[0030] 6

[0031] Object data can also be fed into an object recognition algorithm in order to perform an object classification based on the object data.

[0032] The method according to the invention provides for further processing of the object data. In particular, the current state of motion or current motion data of the at least one object is determined based on the object data. In other words, the object data is subjected to an analysis concerning the current motion of the object it describes. This includes the object's current position, direction of motion, and speed. If the speed is not 0 km / h, the object can be identified as a dynamic object. In other words, the motion data includes the current position and motion vector of the at least one object at a given time. The current position and motion vector can be determined, in particular, in relation to the tube.In other words, in addition to determining the position and motion vector, the spatial relationship of the object to the tunnel can also be determined.

[0033] In a further step, the current motion data of at least one object is used to estimate or calculate its subsequent position at a predetermined time relative to the path. In other words, a prediction is made of the object's position at a later time, for example, a few seconds after the current time, based on its current motion data. For this purpose, it can be assumed, for example, that the object will continue moving at its current speed along its current direction of motion. Both the current speed and direction of motion can be derived from the current motion vector. In other words, the object's current or future motion trajectory can be predicted based on its current motion data.

[0034] According to the inventive method, an adaptation signal is generated, depending on the estimated or calculated subsequent position, to adapt a signal transmission from an accelerator pedal sensor of the motor vehicle to an engine control unit of the motor vehicle. The adaptation signal can, for example, describe an interruption, a restoration, or an enabling of the signal transmission. The adaptation signal can therefore be a 2024PF00316

[0035] 7

[0036] A control signal is transmitted, which activates or deactivates at least one actuator in the vehicle's engine control unit. Depending on the actuator's activation state, the signal is either transmitted to the engine control unit (actuator activated) or the signal transmission is prevented (actuator deactivated).

[0037] This adaptation signal can be transmitted to or provided to a signal transmission unit of the motor vehicle. The signal transmission unit could, for example, be a control unit within the motor vehicle's engine control system, which includes the actuator.

[0038] If it is determined that at least one object is at least partially within the driving tube when it reaches the estimated subsequent position, such that accelerating the vehicle at the current time would lead to a collision with the object at the subsequent position, the signal transmission between the vehicle's accelerator pedal sensor and the vehicle's engine control unit is cut off or interrupted. If the driver operates the accelerator pedal in this state, for example, because they cannot see the object, the vehicle will not accelerate, thus preventing the collision. If, based on the estimated or calculated subsequent position, it is determined that at least one object is leaving the driving tube, i.e., that the object is outside the driving tube at the subsequent position, thus allowing the vehicle to accelerate safely, the signal transmission can be allowed to remain or be re-established.

[0039] The described intervention in the signal transmission between the accelerator pedal sensor and the vehicle's engine control unit advantageously prevents an imminent collision between the vehicle and at least one object, while simultaneously ensuring that the intervention—the vehicle's failure to accelerate despite accelerator pedal deactivation—is perceived as gentle. In other words, the driver is not surprised or overwhelmed by a drastic change in the vehicle's operation. This also results in a manageable scenario for subsequent traffic flow. Preferably, the driver can perceive the lack of acceleration despite accelerator pedal deactivation as a kind of warning signal. The driver can then pay closer attention to the vehicle's surroundings, enabling an appropriate response to current environmental conditions.

[0040] Overall, this advantageously increases road safety, especially in flowing traffic. 2024PF00316

[0041] 8

[0042] The invention includes further embodiments which offer additional advantages.

[0043] Preferably, the described adaptation signal includes a control command which, when executed by the signal transmission unit, causes the signal transmission between the accelerator pedal sensor and the engine control unit to be interrupted and / or restored. In particular, the control command can also include a time signal or a timestamp which causes, for example, an interrupted signal transmission to be automatically restored after a predetermined time interval, such as a few seconds. This ensures that, at the crucial moment, i.e., in the event of an imminent collision, the signal transmission between the accelerator pedal sensor and the engine control unit is interrupted, without the need for separate reversal, as this is done automatically. Alternatively or additionally, it is also possible to wait and see whether the driver of the vehicle performs an expected or desired action after the signal transmission has been interrupted.The action in question could, for example, involve the driver independently braking by pressing the brake pedal or intervening in the steering. In other words, the system can wait to see if the driver adequately perceives the interruption of signal transmission as a warning signal and then takes action to avert the impending collision. If the driver does so, signal transmission can be restored. If the driver does not, the interruption of signal transmission can be maintained and / or the vehicle's automatic emergency braking system (AEB) can be activated. In this way, the described electronic vehicle guidance system can be meaningfully and harmoniously integrated with other assisted functions of autonomous or semi-autonomous driving.

[0044] Another embodiment provides for the reception of motion state data, which includes data acquired by motion sensors of the sensor system that describe at least the current speed of the vehicle along the driving path. In other words, the current speed and / or direction of travel of the vehicle are determined. For example, odometry sensors of the vehicle can be used to acquire the motion state data. Furthermore, a current speed can be determined from the current motion vector, as described.

[0045] 9

[0046] and / or the current direction of motion of at least one object can be determined. In other words, both the speed of the vehicle and the speed of motion of the at least one object can be known. Furthermore, by knowing the path of the roadway and the motion vector of the at least one object, the respective directions of motion of the vehicle and the object are also known.

[0047] The described embodiment provides that at least the estimation of the following position, the generation of the adaptation signal, and / or the transmission of the adaptation signal are only performed if the current speed of the vehicle and / or the current speed of the at least one object are each greater than 0 km / h. In other words, the aforementioned process steps are preferably only carried out if both the vehicle and the at least one object are dynamic objects. The described restriction to dynamic objects has the advantage that the described electronic vehicle guidance system does not need to be operated, for example, when the vehicle is stationary, and thus does not unnecessarily burden the computing capacity of the aforementioned data processing device.

[0048] According to an advantageous embodiment, the aforementioned process steps—namely, estimating the following position, generating the adaptation signal, and / or transmitting the adaptation signal—are only performed if the current speed of the vehicle and / or the current speed of the at least one object lies within a respective, predetermined speed interval. Preferably, there are specific threshold speeds for which the process is carried out. Preferably, these speed intervals can be defined based on the sensor characteristics of the environmental sensors used. For example, if the environmental sensors described are ultrasonic sensors, a speed interval for the current speed of the vehicle between 0 and 8–10 km / h would be appropriate.Should other sensors, such as camera sensors, radar and / or lidar sensors, be used which cover a greater range than ultrasonic sensors, the selected speed range for the vehicle's speed can also be at higher speeds, for example between 30 and 60, particularly at 50 km / h. 2024PF00316.

[0049] 10

[0050] Another embodiment provides that a potential collision point between the motor vehicle and the at least one object is estimated, at least based on the current motion data of the latter. Then, according to the embodiment described here, the adaptation signal is additionally generated as a function of this potential collision point. In other words, the system estimates where a collision point between the motor vehicle and the at least one object would be located, based on the current motion data of the latter. To estimate the location of the potential collision point, the described motion state data of the motor vehicle, including at least the current speed of the motor vehicle along the driving lane, can also be taken into account.Based on the current motion data of at least one object, its current trajectory can be predicted or extrapolated. Similarly, a current trajectory for a vehicle can be predicted or extrapolated based on its current speed and the path of travel. Assuming that the respective trajectory remains unchanged, the potential collision point can be easily estimated or determined. If, for example, the estimate or calculation shows that the vehicle can reach the potential collision point within the next 10 seconds at its current speed, the adaptation signal can be generated. This adaptation signal could, for example, include a control command that reduces the engine control unit's response to the accelerator pedal sensor signal.In other words, this ensures that signal transmission is not completely suppressed, but rather adjusted so that, for example, even fully depressing the accelerator pedal results in only a relatively small acceleration of the vehicle. Furthermore, the adjustment signal can only be generated and / or transmitted if it is determined that further acceleration of the vehicle from its current speed within the next 10 seconds would lead to reaching the potential collision point. This has the advantage that the adjustment signal is only actually generated and / or transmitted when influencing the vehicle's acceleration behavior when the accelerator pedal is pressed is necessary to prevent an impending collision.

[0051] An advantageous further development provides that, depending on the potential collision point, an intervention signal is additionally triggered to initiate an automated braking intervention in the motor vehicle's engine control and / or an automated 2024PF00316

[0052] 11

[0053] A steering intervention is generated in the vehicle's longitudinal control system. This intervention signal can then be transmitted to the engine control unit and / or the vehicle's longitudinal control system. As described, the interruption of signal transmission between the accelerator pedal sensor and the vehicle's engine control unit can, under certain circumstances, also be supplemented by automated emergency braking and / or automatic steering intervention. This can, as described, also be carried out depending on whether or not the driver reacts to the deactivation of the accelerator pedal.

[0054] According to a further embodiment, the current operating conditions of the environmental sensors are taken into account in the process steps concerning the determination of the current motion data of the at least one object and / or concerning its further processing. For example, adverse weather conditions may result in a camera sensor having only a limited field of view. This can affect the reliability of detecting the at least one object. In other words, a confidence value can be included in the described method, which describes the current detection quality of the respective sensor.

[0055] Another embodiment provides for determining the criticality or vulnerability of at least one object based on the orientation of its current motion vector relative to the extension of the guide tube in the direction of travel of the motor vehicle. In other words, the criticality of the at least one object is determined based on its motion characteristics relative to the motor vehicle.

[0056] Preferably, criticality is assigned successively decreasing values ​​as the acute angle between the orientation of the current motion vector and the extent of the guide tube decreases. In particular, objects whose current motion vector runs essentially parallel to the guide tube's direction of extension (i.e., at an angle of 0 degrees) outside the guide tube can be ignored with regard to their criticality. This advantageously avoids false positive detection of objects.

[0057] Another aspect of the invention relates to an electronic vehicle guidance system for a motor vehicle, comprising a data processing device with at least one computing unit, wherein the data processing device is configured to carry out the method according to one of the described embodiments. 2024PF00316

[0058] 12

[0059] An electronic vehicle control system (EVS) can be understood as an electronic system designed to control a vehicle fully automatically or autonomously, in particular without requiring any intervention from a driver. The vehicle automatically performs all necessary functions, such as steering, braking, and / or acceleration maneuvers, monitoring and recording road traffic, and reacting accordingly. Specifically, the EVS can implement a fully automatic or fully autonomous driving mode of the vehicle according to Level 5 of the SAE J3016 classification. An EVS can also be understood as an advanced driver assistance system (ADAS), which supports the driver during partially automated or semi-autonomous driving.In particular, the electronic vehicle guidance system can implement a partially automated or semi-autonomous driving mode according to levels 1 to 4 of the SAE J3016 classification. Here and in the following, "SAE J3016" refers to the corresponding standard in the April 2021 version.

[0060] At least partially automated vehicle control can therefore include controlling the vehicle, for example, by means of at least one control signal, in accordance with a fully automatic or fully autonomous driving mode of Level 5 according to SAE J3016. At least partially automated vehicle control can also include controlling the vehicle in accordance with a partially automated or semi-autonomous driving mode according to Levels 1 to 4 of SAE J3016.

[0061] The at least one control signal can be provided, for example, to one or more actuators of the vehicle, including, for example, one or more brake actuators and / or one or more steering actuators and / or one or more drive motors of the vehicle. Based on the at least one control signal, the one or more actuators can influence the longitudinal and / or lateral steering of the vehicle in order to steer the vehicle at least partially automatically.

[0062] Assistance information describing the assisted vehicle function can be output via a vehicle output device, such as a display and / or an audio output system and / or a haptic output system. 2024PF00316

[0063] 13

[0064] Another aspect of the invention relates to a data processing system or data processing device configured to carry out the method according to the invention, in particular the computer-implemented method. The data processing device comprises at least one computing unit and can be configured as a component of the electronic vehicle guidance system according to the invention. The data processing device with its at least one computing unit can also be configured as a data processing device of a motor vehicle to which the electronic vehicle guidance system has access. In this respect, the motor vehicle, the electronic vehicle guidance system, and the data processing device can be parts of an integrated vehicle system.

[0065] Another aspect of the invention relates to a motor vehicle with an electronic vehicle guidance system. The motor vehicle preferably comprises at least one sensor system with at least one environmental sensor, a signal transmission unit, an engine control unit, and a longitudinal control system. The motor vehicle according to the invention is preferably configured to be operated by means of the electronic vehicle guidance system according to a method according to one of the described embodiments.

[0066] The motor vehicle according to the invention is preferably equipped as a passenger car, truck, motorcycle or passenger bus.

[0067] According to another aspect of the invention, a computer program with instructions is specified. When the instructions are executed by a data processing device, in particular by a data processing device of the electronic vehicle guidance system, the instructions cause the data processing device to carry out a computer-implemented method according to the invention.

[0068] The instructions can be provided, for example, as program code. This program code can be provided, for example, as binary code or assembly language, and / or as source code in a programming language such as C, and / or as a program script, such as Python.

[0069] According to another aspect of the invention, a further computer program with additional commands is specified. If the additional commands are executed by an electronic vehicle guidance system according to the invention, in particular by the 2024PF00316

[0070] 14

[0071] The commands, executed by the data processing device of the electronic vehicle guidance system, cause the electronic vehicle guidance system to carry out a method according to the invention for at least partially automatic guidance of a vehicle.

[0072] The additional instructions can be provided, for example, as program code. This program code can be provided, for example, as binary code or assembly language, and / or as source code in a programming language such as C, and / or as a program script, such as Python.

[0073] According to another aspect of the invention, a computer-readable storage medium is specified which stores a computer program according to the invention and / or a further computer program according to the invention.

[0074] The computer program, the further computer program, and the computer-readable storage medium are each computer program products containing the commands and / or the further commands.

[0075] Further embodiments of the electronic vehicle guidance system, the data processing device, the motor vehicle, the computer program, and / or the computer-readable storage medium according to the invention follow directly from the various configurations of the method according to the invention, and vice versa. In particular, individual features and corresponding explanations, as well as advantages relating to the various configurations of the method according to the invention, can be transferred analogously to corresponding configurations of the further aspects of the invention. In particular, the electronic vehicle guidance system according to the invention is configured or programmed to carry out a method according to the invention, especially a computer-implemented method. In particular, the electronic vehicle guidance system according to the invention carries out the method according to the invention.

[0076] For use cases or application situations that may arise in a method according to the invention and that are not explicitly described herein, it may be provided that, according to the method, an error message and / or a prompt for user feedback is issued and / or a default setting and / or a predetermined initial state is set. 2024PF00316

[0077] 15

[0078] Further features of the invention are apparent from the claims, the figures, and the description of the figures. The features and combinations of features mentioned in the description, as well as those mentioned in the description of the figures and / or illustrated in the figures, may be encompassed by the invention not only in the combinations specified, but also in other combinations. In particular, embodiments and combinations of features that do not exhibit all the features of an originally formulated claim may also be encompassed by the invention. Furthermore, embodiments and combinations of features that go beyond or deviate from the combinations of features mentioned in the claims may also include the invention.

[0079] The invention is explained in more detail below with reference to specific exemplary embodiments and corresponding schematic drawings. Identical and functionally equivalent elements in the drawings may be designated with the same reference numerals. The description of identical or functionally equivalent elements is not necessarily repeated with respect to the different figures.

[0080] The figures show:

[0081] Fig. 1 shows a schematic representation of a motor vehicle with an electronic vehicle guidance system according to an embodiment of the invention;

[0082] Fig. 2 shows a schematic representation of a first exemplary traffic situation;

[0083] Fig. 3 shows a schematic representation of another exemplary traffic situation;

[0084] Fig. 4 shows a schematic block diagram of a method according to an embodiment of the invention; and 2024PF00316

[0085] 16

[0086] Fig. 5 shows a schematic block diagram of a method according to a further embodiment of the invention.

[0087] The exemplary embodiments described below are preferred embodiments of the invention. In these embodiments, the described components each represent individual features of the invention that can be considered independently of one another. Each of these features further develops the invention independently and can therefore be considered part of the invention individually or in combinations other than those shown. Furthermore, the described embodiments can also be supplemented by other features of the invention already described.

[0088] In the figures, identical reference symbols denote functionally equivalent elements.

[0089] Fig. 1 shows a schematic representation of a motor vehicle 10 with an electronic vehicle guidance system 12. The motor vehicle 10 can have a sensor system 14, wherein the sensor system 14 can comprise several environmental sensors 16 or be connected to several environmental sensors 16 via signal transmission. The environmental sensors 16 can be, for example, ultrasonic sensors, camera sensors, radar sensors, and / or lidar sensors of a vehicle sensor system. In Fig. 1, eight environmental sensors 16 are schematically shown as an example, which are arranged around an outer contour of the motor vehicle 10 and are designed to detect the surroundings of the motor vehicle 10, including any objects located therein. The environmental sensors 16 thus enable a 360° view around the motor vehicle 10.

[0090] Object data describing at least one object in the vicinity of the motor vehicle 10 can be acquired using the environmental sensors 16 of the sensor system 14. The object description can include a current position, in particular a spatial position, of the object in relation to the motor vehicle 10. Furthermore, the environmental sensors 16 can be configured to record a motion trajectory of the detected object, whereby a motion vector of the object can be determined based on the motion trajectory. For example, successive recordings or snapshots of a dynamic object in the environment can be taken using the camera sensors.

[0091] 17

[0092] whose speed and direction of movement of the object can be determined and translated into the movement trajectory.

[0093] The motor vehicle 10 can also have a control device 18, into which, for example, a data processing device 20 of the electronic vehicle guidance system 12 can be integrated. The data processing device 20 can be connected to the sensor system 14 via a signal connection, so that the object data detected by the environmental sensors 16 of the sensor system 14 can be transmitted to the data processing device 20. The data processing device 20 can have a computing unit which can be configured to determine the current motion data of the detected object based on the object data.

[0094] The environmental sensor system 14 of the motor vehicle 10 can also include motion sensors 22, which can be configured to record motion status data of the motor vehicle 10, describing at least a current driving speed of the motor vehicle 10 and / or a current driving direction of the motor vehicle 10.

[0095] These motion status data can also be transmitted to the data processing device 20 via the signal connection between the sensor system 14 and the data processing device 20.

[0096] The data processing device 20 can, for example, be trained, enabled, or configured by means of a suitably trained computer program to estimate or calculate a subsequent position of the object and / or a potential collision point between the object and the motor vehicle 10 based on the object data, movement data, and / or movement state data provided to it.

[0097] The motor vehicle 10 of Fig. 1 can furthermore include an accelerator pedal sensor 24, an engine control unit 26, and an interposed or interposed signal transmission unit 28. The accelerator pedal sensor 24 and the engine control unit 26 can be interconnected by means of the signal transmission unit 28. If, for example, an accelerator pedal (not shown here) of the motor vehicle 10 is actuated, in particular pressed towards the vehicle floor, this actuation can be detected by the accelerator pedal sensor 24 in the known manner, and a control signal for the engine control unit 26 can be generated.

[0098] 18

[0099] which describes a drive change corresponding to the accelerator pedal actuation for a drive of the motor vehicle 10 in the engine control unit 26. The interaction of accelerator pedal sensor 24, engine control unit 26 and signal transmission unit 28 can therefore be a fundamentally known drive-by-wire system of the motor vehicle 10.

[0100] As described, the data processing device 20 can contain motion data of the object and / or motion status data of the motor vehicle 10. Furthermore, the data processing device 20 can be aware of the position and trajectory, i.e., the extent, of a path for the motor vehicle 10. Based on the available data, the data processing device 20 can determine whether further acceleration of the motor vehicle 10 would lead to a collision with the object. If this is determined, the data processing device 20 can generate an adaptation signal and transmit it to the signal transmission unit 28 to adjust the signal transmission between the accelerator pedal sensor 24 and the engine control unit 26.In the event of an impending collision, the adaptation signal can, for example, include a control command which, when executed by the signal transmission unit 28, causes it to interrupt the signal transmission between the accelerator pedal sensor 24 and the engine control unit 26, at least temporarily. If, in the described situation, the driver were to attempt to accelerate the vehicle 10 by pressing the accelerator pedal, the press of the accelerator pedal would therefore not result in any reaction from the engine control unit 26 and consequently would not lead to any acceleration of the vehicle 10. The collision can thus be successfully avoided.In a milder case, the signal transmission can also be adjusted by the adaptation signal in such a way that a relationship between accelerator pedal actuation and the resulting acceleration is adjusted within the framework of the described drive-by-wire system of the motor vehicle 10, for example in such a way that even a relatively strong actuation of the accelerator pedal leads only to a comparatively small acceleration.

[0101] With reference to the components labelled and described in connection with Fig. 1, Fig. 2 shows a schematic representation of a first exemplary traffic situation. Here, the motor vehicle 10 is moving at a speed of 30 along its current lane 32. At time Tn, an object 34, represented here by way of example as a pedestrian, is located in the vicinity of the motor vehicle 10 outside the lane 32. Based on the movement of the object 34 between times Tn and Tn+1, the following can be determined: 2024PF00316

[0102] 19

[0103] A data processing device 20 calculates, determines, or creates a motion vector 36 of the object 34. Assuming that the object 34 will still be moving according to its motion vector 36 with respect to its direction and speed of movement at time Tn+2, the data processing device 20 can determine that the object 34 will have at least partially penetrated the tunnel 32 by time Tn+2. In the example shown here, time Tn can therefore be defined as the current time and time Tn+2 as the subsequent time.

[0104] Since object 34 will be in a subsequent position at time Tn+2 that makes a collision with the motor vehicle 10 likely if the motor vehicle 10 continues to accelerate or at least maintains its current speed, the data processing device 20 can ensure, by transmitting a corresponding adaptation signal, that the signal transmission from the accelerator pedal sensor 24 to the engine control unit 26 of the motor vehicle 10 is at least temporarily interrupted.

[0105] With reference to the components labelled and described in connection with Figures 1 and 2, Figure 3 shows a schematic representation of another exemplary traffic situation. In the example shown here, two objects 34.1 and 34.2 are located in the vicinity of the motor vehicle 10 outside the lane 32. Object 34.1 has a motion vector 36, which runs essentially parallel to the lane 32. In other words, in the example shown here, object 34.1 moves largely parallel to the motor vehicle 10. Object 34.2 is a stationary object that does not move at all relative to the lane 32 from time Tn to time Tn+2. Due to their respective motion vectors 36, objects 34.1 and 34.2 can each be assigned a criticality value of 0 in the example shown.In other words, the electronic vehicle guidance system 12 will not react to the presence of these two objects 34.1 and 34.2. Because of their respective motion vectors 36, it is clear that a collision cannot occur within the driving lane 32, neither between object 34.1 and the motor vehicle 10, nor between object 34.2 and the motor vehicle 10.

[0106] With reference to the components shown and described in connection with Figures 1 to 3, Figure 4 shows a schematic block diagram of a method for operating an electronic vehicle guidance system 12 for a 2024PF00316

[0107] 20

[0108] Motor vehicle 10 during a journey of the motor vehicle 10 within a driving tube 32 describing the journey and running in the direction of travel in front of the motor vehicle 10.

[0109] Step S4.1 includes receiving object data, which includes data acquired by means of environmental sensors 16 of a sensor system 14 of the motor vehicle 10, describing at least one object 34 in an environment of the motor vehicle 10, wherein the environment includes areas inside and outside the driving tube 32.

[0110] One step S4.2 includes determining current motion data of the at least one object 34 based on the object data, wherein the motion data includes a current position and a current motion vector 36 of the at least one object 34 at a current time Tn.

[0111] Step S4.3 includes an estimation, based on the current movement data of at least one object 34, of a subsequent position of at least one object 34 at a predetermined subsequent time Tn+2 in relation to the travel tube 32.

[0112] A process step S4.4 comprises generating an adaptation signal to adjust a signal transmission from an accelerator pedal sensor 24 of the motor vehicle 10 to an engine control unit 26 of the motor vehicle 10 depending on the estimated subsequent position and transmitting the adaptation signal to a signal transmission unit 28 of the motor vehicle 10. Depending on the adaptation signal, the signal transmission unit 28 can subsequently interrupt or restore the signal transmission from the accelerator pedal sensor 24 to the engine control unit 26.

[0113] With reference to the components designated and described in connection with Figs. 1 to 4, Fig. 5 shows a schematic representation of a further block diagram of a method for operating an electronic vehicle guidance system 12 according to an embodiment of the invention.

[0114] In step S5.1, it is checked, for example by the data processing device 20, whether the motor vehicle 10 is currently moving or whether the motor vehicle 10 is stationary at the current time Tn. If this check is positive, i.e., the motor vehicle 10 is stationary, in step S5.2 it can be checked, for example also by the data processing device 20, whether a driver of the 2024PF00316

[0115] 21

[0116] The vehicle 10 has pressed the accelerator pedal. If this check is also confirmed, i.e., a corresponding signal from the accelerator pedal sensor 24 of the vehicle 10 is present, it can be checked in step S5.3, for example, also by the data processing device 20, whether one or more objects 34 are located in a current driving hose 32 of the vehicle 10. If this question can be answered in the affirmative, the procedure shown here can jump directly to a procedure step S5.7 by generating an adaptation signal and transmitting it to a signal transmission unit 28 of the vehicle 10. This signal includes a control command which, when executed by the signal transmission unit 28, causes the signal transmission between the accelerator pedal sensor 24 and the engine control unit 26 of the vehicle 10 to be interrupted.

[0117] If no objects 34 are detected within the travel tube 32 in process step S5.3, then in step S5.4, it can be checked, for example by the data processing device 20, whether one or more objects 34 are located outside the travel tube 32. If this is the case, respective motion vectors 36 can be assigned to the objects 34, and a respective subsequent position at a subsequent time Tn+2 can be determined based on the motion vectors 36. The determination of the subsequent position can be carried out in a process step S5.5. In a subsequent process step S5.6, for example, the data processing device 20 can check whether the subsequent position will be located within the travel tube 32. If this question can be answered in the affirmative, the process can also be continued with process step S5.7 is continued, according to which the signal transmission between the accelerator pedal sensor 24 and the engine control unit 26 of the motor vehicle 10 is interrupted.

[0118] Many well-known driver assistance systems monitor the accelerator pedal input when the vehicle is stationary and attempt to prevent incorrect operation. They check whether:

[0119] - the vehicle is stationary,

[0120] - an object is located near the vehicle's contour, and

[0121] - the driver presses the accelerator pedal so hard that a collision with the object could occur. If this is the case, these systems require the engine to be shut off to ignore the accelerator pedal request.

[0122] So far, all systems focus on static objects, as required by the JNCAP regulations, which specify a static vehicle or a wall as the object (JNCAP - Japan New Car Assessment Program). 2024PF00316

[0123] 22

[0124] While existing solutions are limited to static objects, the need to cover dynamic objects has increased due to traffic conditions and the growing use of two-wheelers on the road. Therefore, a solution is needed to control accelerator pedal usage and prevent collisions with dynamic objects such as pedestrians, two-wheelers, vehicles, etc.

[0125] While it is straightforward to check whether a dynamic object is currently within a vehicle's lane, some situations require an additional step to predict and react to the dynamic object's future or subsequent position. In an example scenario, the vehicle may be stationary at time Tn. At time Tn+1, the driver presses the accelerator pedal, as there is nothing in the lane. However, also at time Tn+1, a pedestrian is outside the lane and intends to cross it. According to known solutions, this could result in a collision between the vehicle and the pedestrian.

[0126] The solution according to the invention uses available sensors such as ultrasonic sensors, cameras, radar or laser scanners to track dynamic objects outside the driving tube. Based on the estimated velocity vector and the orientation of the object, a decision is made as to whether actuating the accelerator pedal would lead to a collision. If this is the case, a signal to shut off the engine is triggered.

[0127] According to one embodiment of the method according to the invention, the current position of the pedestrian can be observed at time Tn and also at time Tn+1. Based on these observations, it can be predicted that the pedestrian will be inside the vehicle's path at time Tn+2. In this case, a signal to shut off the motor is sent to prevent the vehicle from accelerating and thus avoid a collision.

[0128] The solution according to the invention also avoids false alarms. The solution can predict the movement of the objects, and if they remain outside the guide tube because, for example, they move essentially parallel to the guide tube, the motor shutdown is not triggered. 2024PF00316

[0129] 23

[0130] It is also possible that a dynamic object could suddenly enter the driving lane while the vehicle is in motion. In this case, the automatic emergency braking (AEB) system may be triggered.

[0131] A preferred embodiment provides that an algorithm first checks whether the vehicle is stationary. It then checks whether the driver is pressing the accelerator pedal. The algorithm then checks whether there are any objects in the travel path. If so, a signal to shut off the engine can be sent. If there are no objects in the travel path, the algorithm checks whether there are any objects outside the travel path. If an object is outside the travel path, the algorithm uses the velocity vector and orientation of that object to predict its next or subsequent position. The algorithm also checks whether the predicted next position is inside the travel path. The algorithm sets the engine shutdown signal to TRUE if the predicted position is inside the travel path.

[0132] Overall, the examples show how the invention can provide a way to increase general traffic safety, especially in flowing traffic.

Claims

2024PF00316 24 Patent claims 1. Method for operating an electronic vehicle guidance system (12) for a motor vehicle (10) during a journey of the motor vehicle (10) within a driving tube (32) describing the journey and extending in front of the motor vehicle (10) in the direction of travel, comprising the steps a) Receiving object data, which includes data acquired by means of environmental sensors (16) of a sensor system (14) describing at least one object (34) in an environment of the motor vehicle (10), wherein the environment includes areas inside and outside the driving tube (32), b) Determining current motion data of the at least one object (34) based on the object data, the motion data comprising a current position and a current motion vector (36) of the at least one object (34) at a current time (Tn), c) Estimating, based on the current movement data of the at least one object (34), a subsequent position of the at least one object (34) at a predetermined subsequent time (Tn+1, Tn+2) in relation to the driving tube (34), d) Generating an adaptation signal to adapt a signal transmission from an accelerator pedal sensor (24) of the motor vehicle (10) to an engine control unit (26) of the motor vehicle (10) depending on the estimated follow position, and e) transmitting the adaptation signal to a signal transmission unit (28) of the motor vehicle (10).

2. Method according to claim 1, wherein the adaptation signal comprises a control command which, when executed by the signal transmission unit (28), causes the signal transmission to be interrupted and / or restored.

3. Method according to one of the preceding claims, comprising steps f) receiving motion state data, which includes data acquired by means of motion sensors (22) of the sensor system (14), which includes at least one current 2024PF00316 25 Describe the speed (30) of the motor vehicle (10) along the driving lane (32), g) Determining, based on the current motion vector (36), a current motion velocity of at least one object (34), where at least the procedural steps c), d) and / or e) are only carried out if the current speed (30) of the motor vehicle (10) and / or the current speed of movement of the at least one object (34) is greater than 0 km / h.

4. Method according to claim 3, wherein at least the method steps c), d) and / or e) are only carried out if the current driving speed (30) of the motor vehicle (10) and / or the current movement speed of the at least one object (34) is within a respective predetermined speed interval.

5. Method according to claim 4, wherein the respective speed interval is determined depending on the sensor characteristics of the environmental sensors (16) used.

6. A method according to any of the preceding claims, comprising step h) estimating, based on at least the current motion data of the at least one object (34), a potential collision point between the motor vehicle (10) and the at least one object (34), and i) Generating the matching signal according to step d) additionally depending on the potential collision point.

7. The method of claim 6, comprising the steps j) additionally generating an intervention signal to trigger an automated braking intervention in the engine control (26) of the motor vehicle (10) and / or an automated steering intervention in a longitudinal control system of the motor vehicle (10) depending on the potential collision point, and k) Transmitting the intervention signal to the engine control unit (26) and / or the longitudinal control system of the motor vehicle (10). 2024PF00316 26 8. Method according to one of the preceding claims, wherein current operating conditions of the environmental sensors (16) are taken into account in the steps relating to determining the current motion data of the at least one object (34) and / or relating to its further processing.

9. Method according to one of the preceding claims, comprising step I) determining a criticality of the at least one object (34) based on an orientation of its current motion vector (36) in relation to an extension of the driving tube (32) in the direction of travel of the motor vehicle (10).

10. Method according to claim 9, wherein successively decreasing values ​​are assigned to the criticality as the acute angle between the orientation of the current motion vector (36) and the extent of the travel tube (32) decreases.

11. Electronic vehicle guidance system (12) for a motor vehicle (10), comprising a data processing device (20) with at least one computing unit, wherein the data processing device (20) is configured to perform the method according to one of the preceding claims.

12. Motor vehicle (10) with an electronic vehicle guidance system (12) according to claim 11.

13. Motor vehicle (10) according to claim 12, at least comprising - a sensor system (14) with at least one environmental sensor (16), - a signal transmission unit (28), - a motor control unit (26), - a longitudinal control system, wherein the motor vehicle (10) is designed to be operated by means of the electronic vehicle guidance system (12) according to the method of any one of claims 1 to 10.

14. Computer program comprising commands which, when executed by a data processing device (20), in particular by a data processing device (20) of an electronic vehicle guidance system (12) according to claim 11, cause the data processing device (20) to execute the method according to any one of claims 1 to 10. 2024PF00316 27 15. Computer-readable storage medium on which the computer program according to claim 14 is stored.

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