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DE-102024132644-A1 - Methods and systems for an automatic braking function for a motor vehicle

DE102024132644A1DE 102024132644 A1DE102024132644 A1DE 102024132644A1DE-102024132644-A1

Abstract

A method for an automatic braking function for a motor vehicle, comprising: acquiring object information based on sensor data and relating to object candidates in an environment of the motor vehicle; determining, based on the object information, a critical object and a braking decision associated with the critical object; outputting the braking decision to execute the braking function; validating the braking decision based on the object information, a temporal evolution of the object information and the critical object; and outputting a control signal dependent on the validation to conditionally influence the execution of the braking function.

Inventors

  • Benjamin Geirhos
  • Sebastian Bruckner

Assignees

  • BAYERISCHE MOTOREN WERKE AKTIENGESELLSCHAFT

Dates

Publication Date
20260513
Application Date
20241108

Claims (10)

  1. Method (100) for an automatic braking function (60) for a motor vehicle (50), wherein the method (100) comprises: Acquiring (110) object information (75) based on sensor data (70) and object candidates (40) in the environment of the motor vehicle (50); Determining (115) a critical object (80) and a braking decision (85) related to the critical object (80) based on the object information (75); Outputting (120) the braking decision (85) to execute the braking function (60); Validating (125) the braking decision (85) based on the object information (75), a temporal evolution (76) of the object information (75), and the critical object (80); and Outputting (130) a control signal (86) dependent on the validation (125) to conditionally influence the execution of the braking function (60).
  2. Procedure (100) according to Claim 1 , where the temporal development (76) concerns a period from the braking decision (85).
  3. Procedure (100) according to Claim 1 or 2 , wherein the object information (75) is based on validating (125) sensor data (70) acquired on a primary sensor (55) of the motor vehicle (50).
  4. Procedure (100) according to Claim 3 , wherein the object information (75) for validation (125) is additionally or alternatively based on sensor data (70) acquired by a secondary sensor (56) of the motor vehicle (50).
  5. Method (100) according to one of the preceding claims, wherein the conditional influencing of the braking function (60) comprises a limitation of a speed reduction according to classification according to ASIL B and/or a relaxed limitation of a speed reduction according to classification according to ASIL C.
  6. Method (100) according to one of the preceding claims, wherein the object information (75) for validation (125) includes a fusion status (81) relating to the critical object (80).
  7. Computer program and/or computer-readable medium (200), comprising instructions (201) which, when the program or instructions (201) are executed by a data processing device (51), cause the device to execute the method (100) and/or the steps of the method (100) according to one of the Claims 1 until 6 to carry out.
  8. Data processing device (51) for a motor vehicle (50), wherein the data processing device (51) is configured to execute the method (100) according to one of the Claims 1 until 7 to carry out.
  9. Data processing device (51) according to Claim 8 , wherein the data processing device (51) implements a primary path (90) and a secondary path (92); the primary path (90) implements an environment model (52) for determining (115) the critical object (80) and a braking function (60) for determining (115) the braking decision (85) and outputting (120) the braking decision (85) to the secondary path (91) and to a braking system (59); and the secondary path (91) implements a validator (53) for validating (125) and outputting (130) the control signal (86).
  10. motor vehicle (50), comprising the data processing device (51) according to Claim 8 or 9 and a braking system (59).

Description

The present disclosure relates to a method for an automatic braking function for a motor vehicle. The disclosure relates equally to a computer program and/or computer-readable medium, a data processing device, and a motor vehicle. Motor vehicles typically incorporate a number of different driver assistance systems (DAS) that automatically intervene in the vehicle's operation, particularly by automatically braking or decelerating the vehicle, to assist the driver in performing a driving task. Examples of such driver assistance systems include: ACC (Adaptive Cruise Control), which provides automatic longitudinal guidance including automatic adjustment of the vehicle speed; an automatic pedestrian protection function, which automatically initiates braking when a pedestrian is detected in the vehicle's path; a cross-traffic alert system, which can detect crossing road users and initiate automatic braking in response; etc. Such automatic interventions in driving operations must demonstrate functional safety; that is, it must be ensured that the driver assistance system avoids unacceptable risks to road traffic. In this context, the following are relevant: Standard ISO 26262 - "Road vehicles - Functional safety", December 2018 This document describes methods for developing and manufacturing safety-relevant electrical and electronic systems (e.g., driver assistance systems). Furthermore, it outlines requirements for such driver assistance systems to ensure a high level of functional safety for the various systems. Current safety concepts for monitoring emergency braking functions, for example, limit the braking performance on the output side, in particular a reduction in speed or a decrease in speed within a predetermined time interval, in order to meet safety requirements for the FAS. The risks to the functional safety of a driver assistance system can be assessed, in particular, based on the factors probability (E) of critical situations occurring due to a malfunction of the driver assistance system, severity (S) of the consequences of a malfunction, and controllability (C) of the consequences of a malfunction. For a specific failure scenario, values for the individual factors E, S, and C can be determined, and the driver assistance system, or a functional component thereof, can thus be assigned a specific ASIL (Automotive Safety Integrity Level). The ASIL corresponds to a risk classification of the assessed malfunction in a specific situation. Depending on the ASIL classification, ISO 26262 describes the necessary measures for safety-oriented development to sufficiently reduce the risk of a critical malfunction. DE 10 2016 209 647 A1 Disclosing a method for monitoring a plurality of driver assistance systems (DAS) of an ego-vehicle, wherein each DAS can trigger automatic braking of the ego-vehicle. The method comprises detecting that an automatic braking action is initiated by a first DAS from among the plurality of DAS. Furthermore, the method comprises determining, depending on the first DAS, a monitoring model for the automatic braking action and monitoring the automatic braking action using this monitoring model. The method further comprises detecting that, during the automatic braking action initiated by the first DAS, a second DAS from among the plurality of DAS initiates automatic braking. Finally, the method comprises adapting the monitoring model, depending on the second DAS, and monitoring the automatic braking action using the adapted monitoring model. It is known that a safety mechanism limits the maximum speed reduction achievable by the emergency braking system. This limitation within a kinematically stable vehicle control range is necessary to reduce the risk to following traffic to an acceptable level due to false positives (so-called "false positive objects") detected by the sensors and/or the emergency braking algorithm. Consequently, despite accurate sensors, automatic emergency braking functions cannot readily resolve all relevant emergency braking scenarios when braking is necessary (so-called "true positive braking" based on "true positive objects"). To increase the integrity of the braking decision, a sufficiently independent secondary path would be necessary, according to the state of the art, to perform a decomposition according to ISO 26262. Then a true positive braking maneuver with an increased ASIL rating could be performed, and the level of safety achievable with the emergency braking function could be guaranteed. Speed reduction does not need to be limited as described. US 2019/258251 A1 This document discloses systems and methods that enable the functionality of autonomous driving, including a platform for Level 3, 4, and/or 5 autonomous driving. In preferred embodiments, the technology provides an end-to-end platform with a flexible architecture, including an autonomous vehicle architecture that utilizes computer vision and established ADAS techniques, offers diversity and redun