DE-102008051700-B4 - Driver assistance system

Abstract

Driver assistance system with at least one function module by which a counter-steering torque (ML) is applied to the steering wheel of a motor vehicle (F1) depending on defined parameters (d) and depending on defined situations (S1, S2) of different levels of danger, with at least one electronic control unit and with sensors by which the control unit queries the parameters (d) and the situations (S1, S2) of different levels of danger, wherein in the electronic control unit a specific characteristic curve (K1, K2) of the counter-steering torque is specified for each defined situation (S1, S2) or all situations (S1, S2) of the same level of danger depending on at least one parameter (d) to be taken into account for all situations (S1, S2), characterized in that For situations (S1, S2) of two levels of danger, a specific characteristic course (K1, K2) is specified for each level of danger, whereby the courses (K1, K2) behave in essentially opposite directions.

Inventors

• Christoph Mayser
• Andreas, Dr. Pfeiffer

Assignees

• BAYERISCHE MOTOREN WERKE AKTIENGESELLSCHAFT

Dates

Publication Date

20260513

Application Date

20081015

Claims (10)

1. A driver assistance system with at least one function module by which a counter-steering torque (ML) is applied to the steering wheel of a motor vehicle (F1) depending on defined parameters (d) and depending on defined situations (S1, S2) of different levels of danger, with at least one electronic control unit and with sensors by which the control unit queries the parameters (d) and the situations (S1, S2) of different levels of danger, wherein in the electronic control unit a specific characteristic curve (K1, K2) of the counter-steering torque is specified for each defined situation (S1, S2) or all situations (S1, S2) of the same level of danger, depending on at least one parameter (d) to be taken into account for all situations (S1, S2), characterized in that for situations (S1, S2) of two levels of danger, a specific characteristic curve (K1, K2) is specified for each level of danger, wherein the curves (K1, K2) are essentially opposite in direction. behave.
2. Driver assistance system according to Patent claim 1 , characterized in that within the certain characteristic profiles (K1, K2) at least one part of each profile is provided with a gradient steepness that is more noticeable compared to the rest of the profile.
3. Driver assistance system according to one of the preceding patent claims, characterized in that at least a first functional module and optionally a second functional module are provided, wherein at least a first situation (S1) of lower hazard level is assigned to the first functional module and at least a second situation (S2) of higher hazard level is assigned to the second functional module.
4. Driver assistance system according to one of the preceding patent claims, characterized in that a situation (S1) of lower hazard level is the movement of the motor vehicle (F1) away from the center of the roadway towards a roadway marking (FM) limiting the roadway without detection of any further hazard potential.
5. Driver assistance system according to one of the preceding patent claims, characterized in that a situation (S2) of higher degree of danger is the movement of the motor vehicle (F1) away from the center of the roadway towards a roadway marking (FM) limiting the roadway with detection of a further hazard potential.
6. Driver assistance system according to the preceding patent claim, characterized in that a further potential hazard is the movement of the motor vehicle (F1) away from the center of the roadway towards the roadway marking (FM) immediately adjacent to the opposite lane or the edge of the roadway and/or an overtaking maneuver of another vehicle (F2) approaching from behind.
7. Driver assistance system according to one of the preceding patent claims, characterized in that in the presence of situations of lower danger (S1) with a generally increasing imposition of a counter-steering torque (ML) with increasing danger value (g) of the parameter (d) the counter-steering torque increases with a flat gradient in the case of lower danger values (g).
8. Driver assistance system according to one of the preceding patent claims, characterized in that in the presence of situations of lower danger (S1) with a generally increasing imposition of a counter-steering torque (ML) with increasing danger value (g) of the parameter (d) the counter-steering torque increases with a steep gradient at higher danger values (g).
9. Driver assistance system according to one of the preceding patent claims, characterized in that in the presence of situations of higher hazard level (S2) with a generally increasing imposition of a counter-steering torque (ML) with increasing hazard value (g) of the parameter (d) at lower hazard values (g) the countersteering moment increases with a steep gradient.
10. Driver assistance system according to one of the preceding patent claims, characterized in that, in the presence of situations of higher hazard level (S2), with a generally increasing imposition of a counter-steering torque (ML) with increasing hazard value (g) of the parameter (d), the counter-steering torque increases with a flat gradient at higher hazard values (g).

Description

The invention relates to a driver assistance system according to the preamble of claim 1. Driver assistance systems for motor vehicles are known that include at least one primary function module for lane keeping (lane keeping assist) and a secondary function module for preventing collisions during lane changes (lane change assist). Depending on defined parameters, in particular the current distance of the vehicle from the lane markings that laterally define its lane and/or the speed at which the vehicle approaches a lane marking, and depending on defined situations of varying severity, a counter-steering torque is applied to the steering wheel or the wheels. Alternatively, the counter-steering torque can also be applied by individual wheel braking or by other interventions in the steering system. These well-known driver assistance systems have at least one electronic control unit and sensors that allow the control unit to query parameters and situations of varying degrees of danger. For technical background, see, for example, the following: DE 10 2005 036 219 A1 , the DE 10 2007 001 117 A1 and the DE 10 2004 028 613 A1 pointed out. Both the lane keeping assist and the lane change assist systems use haptic feedback to the driver in the form of a (counter-)steering torque or a combination of steering torque and vibration. This is applied by an actuator on the steering system and steers the vehicle towards the center of the currently driven lane within two lane markings, or at least away from the hazard. Additionally, a vibration in the steering wheel can also be used as haptic feedback. This vibration, which occurs simultaneously with the torque, clarifies for the driver that this is system feedback and not normal road feedback. However, the vibration will not be discussed further here. According to the current state of the art, the curves of the counter-steering torque application, independent of the current situation, depend on the parameters mentioned above and are, firstly, essentially linearly increasing, and secondly, the same for both situations or both functional modules. Therefore, the driver cannot distinguish, based solely on the applied steering torque, which situation has been detected and which functional module is active. The DE 103 02 776 A1 Disclosing a method for generating at least one warning signal in a vehicle, describable by signal frequency and signal amplitude, for the purpose of attracting attention from a driver, the method allows the signal frequency and/or signal amplitude of the warning signal to be varied during the signal duration. Furthermore, the method provides that the amplitude of the warning signal is increased at least section by section at a finite rate of change, starting from a low initial value at the beginning of signal generation. Furthermore, the DE 10 2005 037 273 A1 A lane departure warning system for vehicles with a detection unit for identifying lane markings detected by an environmental sensor, an estimation unit for assessing the potential hazards posed by these lane markings, and a reaction module for initiating countermeasures. This module determines the timing and/or intensity of the countermeasures based on the assessed hazard potential. The detection unit for classifying the lane markings and the estimation unit for assessing the hazard potential are designed to take this classification into account. The object of the invention is to improve a driver assistance system in terms of its clearer perceptibility to the driver. This problem is solved by the features of claim 1. The dependent claims are advantageous embodiments of the invention. The driver assistance system according to the invention comprises at least one functional module, e.g., a first functional module for lane keeping (lane keeping assist) and/or a second functional module for preventing a collision during a lane change (lane change assist), by which a counter-steering torque is applied to the steering wheel of a motor vehicle, depending on defined parameters and depending on defined situations of varying degrees of danger. Furthermore, at least one electronic control unit and sensors are provided, by which the control unit queries the parameters and the situations of varying degrees of danger. It is essential to the invention that the electronic control unit stores a [missing information] for each defined situation or all situations of the same degree of danger. A specific steering torque curve is assigned, characterizing the respective situation or level of danger, whereby the parameter(s) of the (counter-)steering torque curves is (or are) the same for all situations. For situations with two levels of danger, a specific characteristic curve is defined for each level of danger, with the curves essentially behaving in opposite directions. Preferably, within the defined characteristic profiles, at least one portion of each profile is provided with a gradient steeper than the rest of the pr