Method for calculating lane along planned driving trajectory, control device, vehicle and computer program

Abstract

Method for calculating lane along planned driving trajectory, control device, vehicle and computer program The method for calculating the lane along the planned driving trajectory (5) is as follows: - providing a running track (5), the running track (5) comprising at least one curved track section, the curvature of the running track (5) having a constant sign, - calculating at least one first polygon (8) whose perimeter describes the vehicle contour (10) at a first vehicle position (11) on the track portion (6, 7) and a second polygon (9) whose perimeter describes the vehicle contour (10) at a second vehicle position (12), - determining a turning point (13) of the vehicle contour (10) that has a maximum distance from the curve (14) when the vehicle (1) moves from the first vehicle position (11) to the second vehicle position (12), and approximating the curve (14) based on at least two sides (16, 17) of at least one triangle (18) that surrounds the curve (14); - forming two convex polygons (22, 23, 27, 28) from the first polygon (8), the second polygon (9), and at least two sides (16, 17) of the triangle (18) as track zone portions (24, 26) of the curved track portion (6, 7); and - calculating a lane from at least one lane portion (24, 26).

Description

Technical Field

[0001] The present invention relates to a method for calculating a driving strip along a planned driving trajectory, where the driving strip approximates the area swept when a vehicle moves along the driving trajectory and has at least one driving strip portion. The present invention also relates to a control device, a vehicle, and a computer program.

Background Art

[0002] Various geometric descriptions can be used for the driving trajectory of a vehicle that describes the movement of the vehicle between two points. In this case, the driving trajectory can be composed of, for example, arc portions having a constant radius and / or straight portions having no curvature. In order to improve driving comfort, a driving trajectory including portions having a continuously changing curvature can also be used.

[0003] Calculating the driving trajectory from a clothoid is described, for example, in Patent Document 1. Here, each clothoid has a continuous curvature transition. In order to avoid the analytical calculation of the clothoid, the clothoid is determined using a geometric approximation method. [[ID=第十八条]]

[0004] However, when using a driving trajectory with a changing curvature, as a result, the amount of calculation may increase regarding functions based on the transition of the driving trajectory. This is, for example, the case when calculating the driving strip used for collision determination. For this purpose, a driving strip that approximates the area swept when a vehicle moves along the driving trajectory can be compared with the positions of the objects in the surrounding environment of the driving trajectory, thereby determining a collision with an object in the surrounding environment even before the vehicle moves, and for example, predicting a collision based on the transition change of the driving trajectory. Here, since the driving strip extends along the driving trajectory, generally, in the case of a geometrically complex driving trajectory, the amount of calculation for calculating the driving strip increases.

[0005] During partially or fully automated parking operations, computer-based trajectory planning often requires dynamic collision detection, meaning it must compare the lane calculated based on the currently planned and / or currently driven trajectory with a surrounding environment model. The surrounding environment model may also be continuously updated, and as a result, even during the parking process, it may still be necessary to change the trajectory or its further progression based on the current driving position. Such changes require new collision checks, and consequently, the calculation of a new lane adjusted to accommodate the trajectory change.

[0006] In particular, on a track with non-constant curvature, a zone of travel that includes at least partially a region of changing curvature may also occur along the track. However, calculating such zones, and especially collision detection based on such zones, requires relatively high computational power, and therefore necessitates the use of high-performance computing equipment. [Prior art documents] [Patent Documents]

[0007] [Patent Document 1] German Patent Application Publication No. 102019204651 [Overview of the Initiative] [Problems that the invention aims to solve]

[0008] Accordingly, the present invention aims to provide an improved method for calculating a running lane along a planned trajectory, and in particular, a method for reducing the computational load when calculating the running lane and / or when performing collision detection using the running lane. [Means for solving the problem]

[0009] The purpose of this solution In order to do so, the present invention According to, beginning The types described The method This is the plan. , This method involves the following steps: - A step of providing a vehicle track, wherein the track is at least one curved Including the orbital portion, curved Step, where the curvature of the running track in the track section has a constant sign. - curved A first polygon whose circumference describes the vehicle contour at the first vehicle position on the track section, curved A step of calculating the second polygon that describes the vehicle outline at the second vehicle position on the track section, - A step of determining the turning point of the vehicle contour, wherein the turning point is an angle located radially outward of the vehicle contour with respect to the curved portion of the curved track portion, and the turning point is When the vehicle moves from the first vehicle position to the second vehicle position , curved Curve(14) Move along the steps , and curved Based on at least two sides of at least one triangle that encloses the curve curved Steps to approximate the curve, - From the first polygon, the second polygon, and at least two sides of the triangle, two convex polygons curved Steps formed as the running strip portion of the track portion, - A step of calculating a running lane from at least one running lane section. 、 It is equipped with.

[0010] First, a vehicle trajectory is provided that describes, for example, a parking process, such as entering or exiting a parking space, or other driving operations. The trajectory is at least one curved Including the orbital portion, this curved Within a track section, the track has a curvature of a constant sign; that is, the track curves continuously to the left or right in the direction of vehicle travel, at least within the track section. In particular, this method can be used for tracks having at least one track section in which the curvature changes particularly continuously or the curvature is not constant. The curvature can change linearly or nonlinearly, for example.

[0011] The track can be composed of multiple track sections having different curvatures or different directions of curvature. Also, the track can be, for example, two... curvedIt may include straight track sections connected to track sections. Here, curved The curvature of the orbit can be configured such that, in particular, the curvature changes continuously along the orbit.

[0012] at least one curved For the track section, in order to calculate the running lane, at least a first polygon and a second polygon are first determined. Here, the perimeter of the first polygon describes the vehicle contour at the first vehicle position on the track section. Similarly, the perimeter of the second polygon describes the vehicle contour at the second vehicle position on the track section. Here, the second vehicle position on the track section is different from the first vehicle position; that is, the first and second vehicle positions are offset along the running track or track section. In this case, the first vehicle position can be located along the running track in the direction of vehicle travel, in particular, ahead of the second vehicle position. As a result, the first and second vehicle positions may differ from the actual vehicle position where the vehicle is located, since they represent the planned vehicle positions that the vehicle is expected to take as it moves along the running track.

[0013] In particular, the first polygon can describe the vehicle contour according to the orientation of the vehicle at the first vehicle position, and similarly, the second polygon can describe the vehicle contour according to the orientation of the vehicle at the second vehicle position. In this way, the vehicle contours described by the first or second polygon can reflect the precise orientation of the vehicle at the first or second vehicle position when traveling on the track, thereby enabling accurate calculation of the running lane.

[0014] Next, the turning point of the vehicle contour, that is, when the vehicle moves from the first vehicle position to the second vehicle position. curved The point on the perimeter of the first or second polygon that has the greatest distance from the curve is determined. At that time, the curvature of the curve on which the turning point moves is, curvedIt is determined based on the transition of the track portion. Here, the turning point is always located on the radially outer side or the convex curved side of the running track or the track portion with respect to the radius of curvature of the track portion. Since the turning point performs the maximum turning or maximum turning movement when the vehicle moves from the first position to the second position, all other points of the vehicle contour between the turning point and the track portion are located on the same side as the turning point. The turning point may be, for example, a corner of the vehicle contour.

[0015] After that, the turning point moves curved The curve is curved Approximated based on two sides of the triangle surrounding the curve. Here, this triangle is particularly such that two sides are curved Located on the radially outer side or the convex curved side of the curve, curved Set around the curve. In this way, it is advantageously possible to achieve that the sides of the triangle completely surround the area actually swept by the vehicle. In this way, curved Approximating the curve based on the triangle represents a bounded estimate including a certain safety margin and is advantageous.

[0016] Next, two convex polygons are formed as the running band portion, and the convex polygons are formed based on at least two sides of the first polygon, the second polygon, and the triangle. Here, a convex polygon is understood to be a chain of polygons having only outward-facing corners. In the case of such convex polygons, for example, the overlap with further polygons describing objects located in the surrounding environment of the running track can be easily checked. In this case, the convex polygons may each be different, particularly from the first polygon and the second polygon.

[0017] Using two convex polygons to describe the running band portion has the advantageous point that the collision check can be particularly easily performed. For example, checking whether an object described by a polygon at least partially overlaps with the convex polygon can be performed with relatively low computational power. Therefore, advantageously, the method according to the present invention is suitable for use in a computing device having relatively low computational power.

[0018] This was calculated curved The running zone portion of the track is then used to calculate the running zone. In this case, for example, if the running track has multiple curved If a track section is present, the running lane can be formed from multiple running lane sections. Furthermore, the running lane may also have additional running lane sections located along the straight track section. To achieve the simplest possible collision check, the running lane can be calculated, in particular, as a series of adjacent convex polygons, which advantageously allows collision checks to be performed only on a few convex polygons.

[0019] Preferably, the travel lane calculated in this way can then be used for collision detection. In this case, for example, checking for collisions during vehicle movement along the travel trajectory can be done by comparing the travel lane with the position and / or range of one or more objects in map information describing the position of objects relative to the travel trajectory.

[0020] If a collision is determined to have occurred, for example, a new plan for the track, or a new plan for at least part of the track, can be implemented, and then another collision check can be performed.

[0021] If a collision-free course is determined, the vehicle can move, for example, along the course, or along at least a portion of the course, in a partially or fully automated manner. For this purpose, at least one actuator of the vehicle, such as a longitudinal guide actuator and / or a lateral guide actuator, can be configured to control based on the course of travel determined to be collision-free. Additionally or alternatively, the vehicle's display device can also be controlled based on the calculated travel lane.

[0022] The method according to the present invention can be applied to various geometric shapes of the track. Furthermore, even for more complex geometric shapes of the track, particularly tracks having at least one portion with non-constant curvature, a simple mathematical notation can be obtained for the associated track section, or for the entire track including this section.

[0023] curved By calculating the running zone portion allocated to the track as two convex polygons, the computational complexity of collision checks can be advantageously reduced, and in this way, the running zone portion curved This is because it no longer has an edge. This occurs due to the movement of the turning point during the formation of the conventional running zone. curved Since the edges are advantageously approximated based on two sides of a triangle according to the calculation of the running zone portion according to the present invention, the entire running zone portion can be described as two mutually adjacent convex polygons.

[0024] Therefore, in particular, the entire calculated running lane is the entire running track. curved The track section may have a running zone formed from two convex polygons. Furthermore, the corresponding running zone located along the straight track section can be described as a convex polygon such as a rectangle.

[0025] In a preferred embodiment of the present invention, a running track is used in which the curvature changes at least partially and continuously, and / or a clothoid curve or polynomial is used as the running track. The calculation of the running zone by the method of the present invention is particularly suitable for running tracks having at least partially a continuously or constantly changing curvature. Therefore, collision detection can be advantageously performed even for running tracks that have particularly high running comfort.

[0026] Furthermore, by using a track where the curvature is non-constant in at least part of it, or where the curvature changes continuously in at least part of it, it becomes possible to consider the actual tire position of the vehicle when planning the track or when newly planning individual parts of the track. As a result, comfortable and smooth control or steering behavior of the vehicle can be obtained, which cannot be achieved with a track based only on straight sections and sections with constant curvature.

[0027] According to the present invention, the vehicle contour described by the first and second polygons can be configured to correspond to the actual vehicle contour enlarged by a safety margin. Therefore, the vehicle contours described by the first and second polygons, respectively, may be enlarged relative to the actual vehicle contour in order to provide a safety area. In this way, the calculated travel zone represents a bounded estimate over the area swept by the vehicle, and can account for or correct for any inaccuracies that may occur when determining the vehicle position and / or the positions of objects in the surrounding environment of the vehicle.

[0028] According to the present invention, at least one triangle is, curved At least two tangents to the curve, curved It can be formed by a straight line connecting the points of tangency of the tangents to the curve. Here, each tangent forms one side of the triangle, and this side extends from each point of tangency to the intersection of the tangents. Therefore, the third side of the triangle is curved It is formed by a straight line connecting the two points of tangency of the tangent lines to the curve.

[0029] Here, in order to calculate the tangent, for example, a further polygon can be determined that describes the position of the turning point along with the contour of the vehicle at a further vehicle position that is incrementally displaced along the track from the first or second vehicle position. In this way, if the incremental distance between this further vehicle position and the first or second vehicle position is as small as possible, an approximation of the desired tangent can be obtained from a straight line passing through each turning point. The incremental distance is, for example, curvedIt may be 1% of the length of the section. Alternatively, depending on the desired accuracy of the tangent approximation, another relative or absolute incremental distance can be chosen.

[0030] In a preferred embodiment of the present invention, the first vehicle position may be located at the starting point of the track section and the second vehicle position may be located at the ending point of the track section, or the first vehicle position and / or the second vehicle position may be located between the starting point and the ending point of the track section.

[0031] According to the present invention, the distance between a first vehicle position and a second vehicle position along the track can be determined according to a height threshold that indicates the maximum allowable height of at least one triangle. The smaller the selected height threshold, the more the height threshold can be adhered to. curved The number of vehicle positions on the track section required to approximate a curve with triangles increases. Also, with the same height threshold, a track section with a large curvature will require more vehicle positions or triangles on the track section than a track section with a small curvature.

[0032] According to the present invention, two convex polygons can be configured to collectively completely encompass a region included by at least the first polygon, the second polygon, and at least one triangle. The convex polygons can also cover further regions corresponding to areas swept by the vehicle on the radially inward or concave side of the track portion, opposite, for example, at least one triangle. Depending on the positions of the first and second vehicle positions, the two convex polygons may further encompass additional ranges or regions.

[0033] According to the present invention, a collision check can be performed based on a calculated travel lane and map information describing at least one object in the surrounding environment of the travel trajectory.

[0034] Here, the object's position and / or geometric extent can be compared to a calculated lane that describes the area swept by the vehicle as it moves along its trajectory. If the lane overlaps with an object described in the map information, then the presence of a colliding object can be estimated.

[0035] Next, object information can be created based on objects in the map information, and this object information includes one or more objects based on the map information that the vehicle or a part of the vehicle will collide with during its movement along the track, or that the vehicle will collide with during this movement.

[0036] According to the present invention, if a collision with an object is determined during a collision check, a path can be calculated in which the vehicle travels along the trajectory without colliding with an object. Here, the calculation of a collision-free travel path may consist of one or more of the following steps. - Steps to provide object information, - A step of calculating the position and arrangement of multiple contour information that each describes the contour of the vehicle or vehicle part at various locations along the running track, - A step of calculating contour information of an object that will collide with another object, and contour information of an object that will not collide with another object, located closer to the starting point of the travel trajectory. - A step of dividing the region between non-collision contour information and collision contour information into multiple cells, each assigned to a contour portion of the contour information. - A step of calculating the cells that overlap with the object, and calculating the portion of the contour assigned to those overlapping cells that does not collide during movement. - A step of determining the collision location on the travel trajectory based on the parts that will not collide, and - A step of calculating the collision-free movement of the vehicle along the travel trajectory based on the collision location.

[0037] Here, the calculation of a collision-free travel path can be performed for the entire travel track or for at least one section of the track from which the travel zone has been calculated.

[0038] According to the present invention, object information can be calculated based on map information describing one or more objects in the surrounding environment of the travel track and the travel track, and the travel zone at least approximately describes the area swept when the vehicle travels along the travel track.

[0039] The object's position and / or geometric extent can be compared to a travel lane or an area swept as the vehicle moves along its trajectory. If the travel lane overlaps with an object described in the map information, then the presence of a colliding object can be estimated. Object information can then be created based on the objects in the map information, and this object information includes objects based on the map information that the vehicle will collide with or will collide with during its movement along the trajectory. Besides using the travel lane to calculate colliding objects, other methods are possible for determining potential collisions between objects and vehicles as they move along the trajectory.

[0040] The positions and arrangements of multiple contour information pieces, each describing the contour of a vehicle or a part of a vehicle, are determined for various positions along the vehicle's track, so that it is possible to determine how far the vehicle can travel along its track before colliding with an object. The positions for which each contour information piece is determined can be calculated, for example, based on a defined absolute distance interval along the track and / or based on a defined relative distance with respect to the entire length of the track.

[0041] Here, the contour information can reflect the actual vehicle geometry, or it can describe a simplified shape and / or a shape that merely approximates the actual shape of the vehicle contour. Furthermore, the contour information can be slightly enlarged relative to the actual vehicle contour to achieve additional safety distances.

[0042] Furthermore, in the case of a vehicle part, the contour information can describe the actual geometric shape or a simplified geometric shape of the vehicle part. According to the present invention, the vehicle part may be a vehicle part that can move relative to the vehicle body, in particular, the vehicle's wheels. For example, a rectangle can be used as the contour information for a wheel. In addition to wheels, by using the method according to the present invention, collisions of further vehicle parts, such as collisions of movable superstructures of the vehicle body, such as crane jibs and bucket arms, can also be considered.

[0043] Next, the contour information that collides with the object is calculated from multiple contour information sources. For example, if the vehicle contour and object contour are mapped onto the same map, the contour information that collides with the object can be calculated based on the overlap between the vehicle contour and the object contour described by the contour information, or it can be calculated by comparing the mathematical descriptions of the vehicle contour or contour information with the object contour in a common coordinate system.

[0044] Furthermore, additional contour information that avoids collisions with objects, and additional contour information located closer to the starting point of the travel trajectory are calculated. Here, the positions assigned to the additional contour information along the travel trajectory correspond, in particular, to positions where the vehicle can approach an object from the starting point of the travel trajectory without colliding with it.

[0045] The region between the non-collision contour information and the collision contour information is divided into multiple cells, each assigned to a contour portion or edge of the contour information. Thus, each cell describes the region extending between the contour portion of the vehicle position assigned to the non-collision contour information and the vehicle position assigned to the collision contour information. Here, the shape of the cell may depend on the geometry of the vehicle contour described by the contour information, in particular, the geometry of the contour portion. Each contour portion may be, in particular, a straight edge or a curved edge of the vehicle contour described by the contour information.

[0046] In the next step, the cells that overlap with the object and the portion of the vehicle contour assigned to that overlapping cell that does not collide during movement are calculated. In this case, the cells that overlap with the object can be calculated, for example, based on the geometric overlap between the cell description and the object description in a common coordinate system. The portion of the contour that does not collide during movement is, for example, the partial distance between the contour in the non-collision contour information and the contour in the collision contour information, and is related to the ratio of the partial distance where the vehicle and object do not collide or the contour does not overlap with the object information to the partial distance where the contour touches and / or overlaps with or intersects with the object.

[0047] Subsequently, the non-collision portion is used to calculate the collision position on the travel trajectory. In other words, the non-collision portion represents a measure of the portion of the vehicle movement that does not collide, from the vehicle position assigned to the non-collision contour information to the vehicle position assigned to the collision contour information, and this measure can be applied, for example, to the travel trajectory.

[0048] Next, based on the collision location, the vehicle's movement along the travel trajectory that avoids collision can be calculated. Then, based on the calculated collision-free movement, at least one actuator of the vehicle, for example, a lateral guide actuator and / or a longitudinal guide actuator, can be controlled. In this way, the vehicle can be driven, for example, by partially automated driving or fully automated driving, and in particular by partially automated parking or fully automated parking.

[0049] In addition to or as an alternative to controlling at least one actuator, a vehicle display device can be controlled based on the calculated collision-free movement, which presents the collision-free movement and / or information derived from the collision-free movement to the vehicle's user.

[0050] This method can be carried out using a control device or a computing device. The control device may be a vehicle control device in particular. Alternatively, an external control device can be used, in which case this external control device is connected to the vehicle in a communicative manner, in particular for data transmission.

[0051] By taking into account non-collision contour information and collision contour information, and by calculating the non-collision portion in the movement assigned to the contour portion of the vehicle contour described by the contour information, the amount of computation required to calculate a collision-free route can be reduced. In particular, for travel trajectories that use relatively complex mathematical descriptions, the calculation of a collision-free route along the travel trajectory can be divided into multiple geometrically simple substeps, each of which can be calculated at low cost. In this way, advantageously, the amount of computation required in a computer configured to carry out the method according to the present invention is reduced, thereby advantageously allowing the method to be carried out on a computer with relatively low overall computing power.

[0052] Calculating a collision-free path along a travel track has the added advantage of simplifying vehicle operation along the track, for example, in the case of a travel track assigned to a parking operation, such as an entry or exit process. The vehicle's maneuvering or steering is significantly reduced by relying on the calculated collision point, or a collision-free path until reaching the collision point, because replanning of the travel track or section of the travel track is only necessary at least from the collision point onward, based on the already calculated travel track.

[0053] The calculated travel trajectory that results in a collision with an object can be advantageously used to consider collision-free movement, thereby enabling the necessary replanning of the travel trajectory at least from the point of collision onward while the vehicle is moving along a collision-free path. This contributes to faster execution of driving operations, which are performed partially or fully automatically depending on the travel trajectory.

[0054] According to the present invention, when there are multiple contour pieces of information that collide with an object, the contour piece of information that collides with the object located closest to the starting point of the travel trajectory is calculated as the collision contour piece. Here, the closest object may be, in particular, the object located closest with respect to the direction of movement of the vehicle along the travel trajectory, that is, the object that the vehicle first approaches or first collides with as it moves along the travel trajectory.

[0055] In a preferred embodiment of the present invention, the contour information can be configured to use polygons, particularly convex polygons, and / or contour information can be configured to use the edges of the contour information. By describing each contour information as a polygon, particularly a convex polygon, the collision or overlap of the contour information with the colliding object described in the object information can be easily calculated. One or more contour information can be used, each being a first polygon or a second polygon determined to calculate the running strip.

[0056] According to the present invention, if there are multiple objects overlapping a cell, at least one additional contour piece can be calculated, and this additional contour piece is located between the initial positions on the travel path. In other words, if one of the cells between the non-collision contour piece and the collision contour piece overlaps with two or more objects, the distance between the vehicle positions for which each contour piece is determined can be selected to be small. In this way, additional contour pieces are calculated at further positions on the travel path between the vehicle positions assigned to the collision contour piece and the non-collision contour piece. This refines the spatial resolution and can be repeated, in particular, until the cell overlaps with only a single object. In this way, it is possible to determine collision-free movement of the vehicle along the travel path until it collides with the first object that collides with the travel path.

[0057] In a preferred embodiment of the present invention, the system can be configured to calculate collision-free movement from the collision point to an endpoint located a safe distance away. By taking the safe distance into account when calculating collision-free movement, it is possible to prevent collisions with objects during actual vehicle movement caused by inaccuracies in determining the vehicle's position and / or inaccuracies in describing objects in the object information.

[0058] The control device according to the present invention is configured to perform the method according to the present invention.

[0059] The vehicle according to the present invention is configured to include a control device according to the present invention.

[0060] This vehicle may be a motorized vehicle, such as a passenger car, a truck, or a utility vehicle. Alternatively, the vehicle may be a mobile, particularly a robot or platform capable of freely moving through space.

[0061] The computer program according to the present invention includes instructions that cause a control device to execute the method according to the present invention.

[0062] All the advantages and configurations described above relating to the method according to the present invention also apply to the vehicle, the computer program, and the present invention according to the present invention, and vice versa.

[0063] Further advantages and details of the present invention will become apparent from the drawings described below. These are schematic diagrams and show the following: [Brief explanation of the drawing]

[0064] [Figure 1] Figure 1 shows an example of an embodiment of a vehicle according to the present invention. [Figure 2] Figure 2 shows a first example of a running track including two track sections to illustrate an embodiment of the method according to the present invention. [Figure 3]Figure 3 shows a graph plotting the curvature of a travel track along its length to illustrate an example of an embodiment of the method according to the present invention. [Figure 4] Figure 4 shows a first example of vehicle movement along the track portion of a travel track to illustrate an embodiment of the method according to the present invention. [Figure 5] Figure 5 shows the area swept when a vehicle moves, according to a first example illustrating an embodiment of the method according to the present invention. [Figure 6] Figure 6 shows an approximation of a curved curve based on a triangle according to an embodiment of the method according to the present invention. [Figure 7] Figure 7 shows the running zone portion calculated by an embodiment of the method according to the present invention, which is allocated to the track portion running according to the first example. [Figure 8] Figure 8 shows a second example of a running track including two track sections to illustrate an embodiment of the method according to the present invention. [Figure 9] Figure 9 shows the running zone portion calculated by an embodiment of the method according to the present invention, which is allocated to the track portion running according to the second example. [Figure 10] Figure 10 is a block diagram of an example embodiment of the method according to the present invention. [Figure 11] Figure 11 is a block diagram of a further embodiment of the method according to the present invention. [Figure 12] Figure 12 is a diagram illustrating contour information that collides with an object and contour information that does not collide with an object, illustrating an example of an embodiment of the method according to the present invention. [Figure 13] Figure 13 illustrates the calculation of non-collision portions during the movement of contour portions within an assigned cell, illustrating an example of an embodiment of the method according to the present invention. [Modes for carrying out the invention]

[0065] Figure 1 shows an example of an embodiment of vehicle 1. Vehicle 1 comprises a control device 2, a plurality of environmental sensors 3, and at least one actuator 4. Each of the environmental sensors 3 can be configured as, for example, an ultrasonic sensor, a camera, a radar, a lidar, etc. The at least one actuator 4 may be a longitudinal guide actuator or a lateral guide actuator of vehicle 1. The environmental sensors 3 and the at least one actuator 4 are communicated with the control device 2, but for clarity, the corresponding connections are not shown.

[0066] The control device 2 is configured to perform a method for calculating the running lane along the planned running track 5. Such a running track 5 is shown in Figure 2 as an example. The running track 5 consists of two curved Including track sections 6 and 7, the first curved Track section 6 extends between point A and point B, and the second curved Track section 7 extends between point B and point C.

[0067] Figure 3 shows the curvature K of the track 5 with respect to its length s. Track sections 6 and 7 each have a curvature with a constant sign, i.e., curvature in only one direction. In this case, in an exemplary vehicle travel direction from point A to point C, the first track section 6 curves to the right, while the second track section 7 curves to the left. Preferably, in the method for calculating the running zone, a track 5 is used whose curvature changes at least partially continuously and / or is a clothoid curve or a polynomial.

[0068] The travel zone calculated by the control device 2 approximates the area swept by the vehicle 1 as it moves along the travel track 5, and can be used, for example, to determine a collision between the vehicle 1 and an object located in the surrounding environment of the travel track 5. The method for calculating the travel zone begins with the step of providing the travel track 5 for the vehicle 1.

[0069] As shown in Figure 4, then the first curvedIn order for the vehicle 1 to move along the track section 6, at least one first polygon 8 and a second polygon 9 (shown here as dashed lines) are calculated. Here, the perimeter of the first polygon 8 and the perimeter of the second polygon 9 each represent the vehicle outline 10, with the first polygon 8 representing the vehicle outline 10 at the first vehicle position 11 on the running track 5, and the second polygon 9 representing the vehicle outline 10 at the corresponding second vehicle position 12 on the running track 5.

[0070] The first vehicle position 11 can be located, for example, at the starting point of the track section 6, i.e., point A, and the second vehicle position 12 can be located at the ending point of the track section 6, i.e., point B. Alternatively, the first vehicle position 10 and / or the second vehicle position 11 can be located between the starting and ending points of the track section 6, for example, depending on the accuracy required for the calculation of the desired running lane.

[0071] For the first vehicle position 11 and the second vehicle position 12, the corresponding radii of curvature r and r' are shown in general terms. Here, the radii of curvature r and r' may be different from each other, or the track section 6 may have a continuously changing curvature K with a constant sign.

[0072] The vehicle contours 10, represented by polygons 8 and 9, can be selected to be slightly larger than the actual contour of vehicle 1 for safety reasons. Therefore, the vehicle contours represented by the first polygon 8 and the second polygon 9 can correspond, in particular, to the actual contour of vehicle 1 enlarged by a safety margin. Furthermore, by describing the vehicle contours 10 by polygons 8 and 9 using simplified geometric shapes, polygons 8 and 9 can be described mathematically as simply as possible.

[0073] Subsequently, when vehicle 1 moves from the first vehicle position 11 to the second vehicle position 12 curvedThe turning point 13 of the vehicle contour 10 having the maximum distance from the curve 14 is determined. Here, the turning point 13 may be a corner of the vehicle contour 10 located radially outward with respect to the radii of curvature r,r', or a corner of polygon 8,9. In other words, the turning point 13 is located on the convex curved side of the track section 6. Here, the position of the turning point 13 with respect to the vehicle contour 10 may depend on the direction of movement of the vehicle 1 while the vehicle is moving along the track section 6, the change in the curvature of each track section 6, and the position of the steering wheels 25 of the vehicle 1.

[0074] Figure 5 shows the area 15 swept when vehicle 1 moves from the first vehicle position 10 to the second vehicle position 11. In this case, area 15 is the area of ​​the first polygon 8, the area of ​​the second polygon 9, and the area of ​​polygons 8 and 9 curved This includes the region located between curve 14 and the surrounding area. The region 15 shown in Figure 5, for example, when used in a collision detection zone, particularly the perimeter of region 15 curved A disadvantage is that describing the part that follows curve 14 requires a relatively costly mathematical description.

[0075] As shown in Figure 6, in an example of an embodiment for calculating the travel lane, curved Based on at least two sides 16, 17 of at least one triangle 18 surrounding the curve 14 curved By approximating the curve 14, it becomes possible to easily mathematically describe the area 15 swept when vehicle 1 moves from the first vehicle position 10 to the second vehicle position 11 as the running zone portion of the running zone.

[0076] Here, triangle 18 is, curved The two tangent lines to curve 14, curved It is formed by the straight line 21 connecting the points of tangency 19 and 20 of the tangents to the curve 14, and each tangent indicates one of the sides 16 and 17 of the triangle. The points of tangency 19 and 20 correspond to the turning points 13 of the vehicle contour at the first vehicle position 11 and the second vehicle position 12, respectively. Advantageously, based on the sides 16 and 17 of the triangle 18, curvedSince curve 14 approximates the area swept by vehicle 1 to be slightly larger in the outward direction, the area actually swept by vehicle 1 is always surrounded by the running zone portion calculated afterward.

[0077] The tangents corresponding to sides 16 and 17 can be approximated based on straight lines passing through each turning point 13 in the vehicle's position at two incrementally displaced vehicle positions along the travel track 5 or track section 6. To calculate the tangent to side 16, we can use the turning point 13 at the first vehicle position 10 and the turning point 13 at a further vehicle position that is incrementally displaced along the track section in the direction of travel relative to the vehicle position 10. Here, for example, 1 / 100th of the length of the track section 6 can be used as the increment. Therefore, the tangent to side 17 can pass through both the turning point 13 at the second vehicle position 11 and the turning point 13 at a further vehicle position that is incrementally displaced along the track section 6 in the direction of travel. In this way, sides 16 and 17 can be easily calculated based on two points each.

[0078] curved In order to approximate the curve 14 as accurately as possible based on the triangle 18, the distance between the first vehicle position 11 and the second vehicle position 12 along the running track 5 or track section 6 can be configured to be determined according to a height threshold indicating the maximum allowable height of at least one triangle 18. In this case, according to the height threshold of at least one triangle 18, curved The curve 14 can be approximated based on multiple adjacent triangles 18. The smaller the height threshold, curved In some cases, the number of triangles 18 needed to approximate curve 14 may be large. curved The more triangles 18 used to approximate curve 14, the more each triangle 18 used will have based on two sides. curved The transition of curve 14 is approximated more accurately. When a height threshold is not used or when the height threshold is considered to be infinite, each curved Curve 14 can be approximated based on a single triangle 18. Here, the height threshold used is: curved This represents a measure of the additional safety distance when approximating curve 14.

[0079] As shown in Figure 7, two convex polygons 22 and 23 are formed from the first polygon 8, the second polygon 9, and two sides 16 and 17 of triangle 18. curved It is formed as the running zone portion 24 of the track portion 6. Here, the two convex polygons 22 and 23 are formed to completely include the region encompassed by at least the first polygon 8, the second polygon 9, and at least one triangle 18. Here, the entire region encompassed by the first polygon 8, the second polygon 9, and at least one triangle 18 can be divided independently of the geometry of the first polygon 8, the second polygon 9, and the triangle 18, resulting in the formation of a total of two convex polygons 22 and 23. In particular, the convex polygons can be formed such that one of the convex polygons encompasses the region of all the triangles. This reduces the computational load during subsequent collision checks because, for example, if the position of the second vehicle 12 changes, only the second convex polygon 23 needs to be checked again for collisions. In the example shown in Figure 7, the dividing line 29 between the two convex polygons passes through point 30, which is located on the rear axle of the vehicle when the vehicle is positioned midway between the first vehicle position 11 and the second vehicle position 12 on the track section. Further points 31 through which the dividing line 29 passes are selected such that the entire triangle 18 is part of the second convex polygon 23.

[0080] Depending on the conditions of the first and second vehicle positions 12, or depending on the positions of the first polygon 8 and the second polygon 9, at least one of the convex polygons may also include a region located on the side of the track 5 opposite to at least one triangle 18, corresponding to the area swept by the vehicle 1 as it moves.

[0081] Here, the entire running track 5 can be formed from a plurality of running track sections 24. These running track sections 24 are each of the running track 5 curved Regarding the orbital section, the first curvedIt can be calculated in the same way as track section 6. If the sign of the curvature of the running track 5 changes, in particular, the running track 5 can be divided into two adjacent track sections 6 at a point corresponding to zero curvature, and a running zone portion is calculated for each of the resulting track sections. If the running track 5 includes further straight track sections, for each of these track sections, for example, a rectangular running zone portion can be calculated and used to form the entire running zone.

[0082] Figure 8 shows a second example of vehicle movement. For simplification, the track section 6 is also used in this embodiment. Unlike the first example of vehicle movement, in this example, vehicle 1 moves backward, and the first vehicle position 11 corresponds to point B on the track section 6, for example, and the second vehicle position 12 corresponds to point A on the track section 6.

[0083] In addition to the reversed direction of movement, the position of the steering tires 25 of vehicle 1 is also different. Therefore, the area swept by vehicle 1 as it moves along the track section 6 will be different compared to the first embodiment.

[0084] The turning point 13 of the vehicle contour 10 is located at the rear, radially outward corner of the vehicle contour 10 with respect to the curvature of the track section 6 during this vehicle movement. In this case as well, the turning point 13 is approximated based on the two sides 16,17 of the triangle 18, as described above, to form the running zone 6 assigned to the track section of this vehicle movement. curved Move along curve 14.

[0085] Figure 9 shows the running lane portion 26 of the track portion 6 corresponding to the movement of the second vehicle. Here, the running lane portion 26 is newly formed by two convex polygons 27 and 28. These are the same as described above for the first example of vehicle movement, with respect to the first polygon 8 at the first vehicle position 11, the second polygon 9 at the second vehicle position 12, and curved It is formed based on at least one triangle 18 obtained from the approximation of the curve 14. During the second vehicle movement, the position of the steering wheel 25 of vehicle 1 is different, so the running zone portion 26 has a different geometric shape from the running zone portion 24 during the first vehicle movement.

[0086] As described above, the running zones 24 and 26 can be calculated for the first and second vehicle positions 11 and 12, which correspond to the start and end points of each track section. Alternatively, the running zones can also be calculated along each track section for other vehicle positions 11 and 12 or multiple pairs of vehicle positions 11 and 12. In this case, the distance along the running track 5 or the track section under consideration between each vehicle position 11 and 12 or any further vehicle positions used can be set as a percentage of the length of each track section, as a fixed length, or according to further boundary conditions. In this case, the boundary conditions may require, for example, that the first and second vehicle positions 11 and 12 used in calculating the running zones are selected such that the first polygon 8 and the second polygon 9 overlap at least partially with each other. Further types of boundary conditions can also be used, either initially or alternatively.

[0087] at least one lane section 24 The travel zone formed from 26 can then be compared for collision detection. For this purpose, for example, the overlap between the travel zone or a portion of the travel zone, particularly the convex polygon forming the travel zone portion, and objects in the surrounding environment of the travel track 5 can be examined. Here, objects in the surrounding environment of the vehicle may be both stationary objects and moving objects such as other vehicles. In this case, the objects can similarly be described as polygons and can be detected, for example, based on measurement data obtained using the surrounding environment sensor 3 of the vehicle 1. The objects or object descriptions assigned to the objects can be stored, for example, in a surrounding environment map, and collision detection can be performed based on this surrounding environment map.

[0088] Advantageously, according to the lane calculation method of the present invention, overlaps can be easily checked using convex polygons that form a lane or at least one lane portion. Based on the collision check, the control device 2 can control at least one actuator 4 of the vehicle 1 to move the vehicle 1 along a trajectory 5 that has been evaluated as having no collision.

[0089] Alternatively, for example, if a threat of collision with an object is detected, the movement of vehicle 1, which is already proceeding along the trajectory 5, can be stopped. Such a threat may only arise, for example, when the object could not be taken into account during the initial planning of the trajectory 5, and the object is detected from the movement of vehicle 1 and / or from the movement of the object itself. If the vehicle is not moving, the trajectory 5 and / or at least one of the trajectory segments 6,7 of the trajectory 5 can be recalculated during collision detection, ultimately leading to a trajectory 5 where there is no imminent risk of collision with an object in the surrounding environment.

[0090] Figure 10 shows a block diagram illustrating the steps of a method for calculating a running lane along a planned track according to the present invention, wherein the running lane approximates the area swept as the vehicle moves along the track and has at least one running lane portion (24, 26).

[0091] Here, step S1 is a step of providing a running track 5 for the vehicle 1, wherein the running track 5 is at least one curved Including track sections 6 and 7, curved The curvature of the running track 5 in track sections 6 and 7 is shown to have a constant sign.

[0092] Step S2 involves calculating at least one first polygon 8 that describes the vehicle contour 10 at the first vehicle position 11 on the track sections 6, 7, and a second polygon 9 that describes the vehicle contour 10 at the second vehicle position 12 on the track sections 6, 7.

[0093] Step S3 occurs when vehicle 1 moves from the first vehicle position 11 to the second vehicle position 12. curved The turning point 13 of the vehicle contour 10 having the maximum distance from the curve 14 is determined. curved Based on at least two sides 16, 17 of at least one triangle 18 surrounding the curve 14 curved The steps for approximating curve 14 are shown.

[0094] Step S4 is to form two convex polygons 22, 23, 27, 28 from at least two sides 16, 17 of the first polygon 8, the second polygon 9, and triangle 18. curved This shows the steps for forming the running zones 24 and 26 of the track sections 6 and 7.

[0095] Step S5 is a step of calculating a running lane from at least one running lane section 24, 26.

[0096] Figure 11 shows a flowchart of a second embodiment of the method according to the present invention, which can be executed by the control device 2 of the vehicle 1. This second embodiment includes a method step of calculating a collision-free path for the vehicle 1 along its travel track.

[0097] In the second embodiment, steps S1 to S5 can be executed first. Next, a collision check can be performed based on the calculated driving lane and map information describing at least one object in the surrounding environment of vehicle 1. If it is determined that there will be no collision, the method can be terminated after the collision check. On the other hand, if it is determined that there will be a collision, steps Z1 to Z7 of the method can be executed according to the flowchart shown in Figure 11. Steps Z1 to Z7 will be described below with reference to Figures 12 and 13.

[0098] In step Z1 of this method, a travel trajectory 106 and object information are provided, as illustrated in Figure 12. The object information describes the positions of objects 7 that would collide with the vehicle 1 as it moves along the travel trajectory 6, relative to the travel trajectory 6, in order to calculate a collision-free travel path. The travel trajectory 106 is, for example, at least one of the travel trajectory 5 or track sections 6,7 from which the travel zone was calculated. Alternatively, the travel trajectory 106 may be another trajectory that includes at least one portion of the travel trajectory 5 or at least one of the track sections 6,7.

[0099] The trajectory 106 used to calculate a collision-free path can, in particular, have a curvature with a constant sign that changes at least partially continuously. The trajectory 106 can be described, for example, by a clothoid curve or a polynomial.

[0100] As the driving track 106, the track portion of the entire driving track that describes the driving operation, in particular the parking operation, can be used. In other words, the entire driving track assigned to the driving operation can be divided into multiple track portions, each representing a driving track 106, and accordingly, a method is performed to calculate a collision-free path for one or more of the track portions or driving tracks 106.

[0101] Object information describing a collision between an object 107 and vehicle 1 as vehicle 1 moves along a planned track 106 can be calculated, for example, based on map information describing one or more objects 107 in the surrounding environment of the track 106 and a travel zone. Here, the travel zone can at least approximately describe the area swept by vehicle 1 as it travels along the track 106. If object 107 overlaps with the travel zone, for example, if they are mapped to a common coordinate system or if corresponding geometric calculations are performed, a collision can be detected. Here, collision detection can also be performed using a control device 2 in particular. Alternatively, collision detection can also be performed using a further computing device that transmits object information and / or map information to vehicle 1.

[0102] Additionally or alternatively, map information can also be calculated based on sensor data acquired using the surrounding environment sensor 3 of vehicle 1. The surrounding environment sensor 3 can capture the surrounding environment of vehicle 1 both before vehicle 1 moves along the travel track 106 and while vehicle 1 is moving along the travel track 106, thereby enabling continuous updating of map information.

[0103] Next, in step Z2, the positions and arrangements of multiple contour information pieces 108 and 109 are calculated for different positions 110 and 111 of the vehicle 1 along the track 106. Here, contour information 108 is assigned to the first position 110 of the vehicle 1 on the track 106, and contour information 109 is assigned to the second position 111 of the vehicle 1 on the track 106, with positions 110 and 111 relating, for example, to the rear axle center 112 of the vehicle 1. In this case, the first position is located closer to the starting point 120 of the track 106 than the second position 111. The respective positions and arrangements of contour information pieces 108 and 109 correspond to the position and orientation of the vehicle 1 at positions 110 and 111 when traveling along the track 106.

[0104] Contour information 108 and 109 are each convex polygons, and each contour information 108 and 109 either describe the same geometric shape or define the same region. Contour information 108 and 109 each describe the contour 113 of vehicle 1. In this case, contour information 108 and 109 each define a region larger than the actual contour 113 of the vehicle. In this way, safety distances and, if necessary, the space required for the movement of the steering wheels 114 of vehicle 1 during turns can be taken into consideration.

[0105] The positions 110 and 111 where contour information 108 and 109 is determined can be determined, for example, based on a predetermined absolute length interval along the track 106. For example, a distance of 10 cm to 1 m can be selected as the length interval, but other distances are also possible. Alternatively, the length of the interval between positions 110 and 111 can be determined relative to the total length of the track 106. In this case, for example, a value of 1% to 10% of the total length of the track 106 can be used as the distance between positions. In Figure 12, only two contour information points 108 and 109 are shown for clarity, but within the scope of this method, further contour information at further positions along the track 106 can also be determined.

[0106] Vehicle positions 11 and 12 can be used as positions 110 and 111. Alternatively, different positions 110 and 111 can be used. Therefore, pre-calculated polygons 8 and 9 assigned to positions 11 and 12 can be used as contour information 108 and 109 because both similarly describe a "snapshot" of vehicle 1 at a specific position on the track 106. Thus, the same mathematical or geometric description can also be favorably relied upon here.

[0107] In step Z3 of this method, contour information that collides with object 107 and contour information that does not collide and is located closer to the starting point of the travel trajectory are calculated. In Figure 12, contour information 109 is contour information that collides with object 107. Contour information 108 is contour information that does not collide and is located closer to the starting point of the travel trajectory 106. In this case, contour information 108 may be contour information from a predetermined set of contour information that is adjacent to the colliding contour information 109 and located on the travel trajectory 106.

[0108] A collision between contour information 109 and object 107 can be determined, for example, by the overlap of contour information 109 and object 107, which is similarly described as a polygon. Conversely, contour information 108 and object 107 do not overlap and therefore do not collide. If multiple contour information items are expected to collide with object 107, the contour information located closest to the starting point 120 of the travel trajectory 106, or the contour information that is expected to collide with object 107 located closest to the starting point 120, can be selected as the collision contour information 109. Here, the contour information located closest to the starting point 120, or the object 107 located closest to the starting point 120, can be selected in particular with respect to the movement of the vehicle along the travel trajectory 106.

[0109] Next, in step Z4 of this method, as illustrated in Figure 13, the region between the non-collision contour information 108 and the collision contour information 109 is divided into a plurality of cells 116, 117, and 118, each assigned to a contour portion 115 of the contour information 108 and 109. Figure 13 represents a portion of the scene shown in Figure 12, where the contour information 108 and 109 are located close to each other for clarity, and in the scene shown in Figure 13, the first position 110 and the second position 111, located close to each other on the travel track 106, are used. Here, the straight edges of the contour information 108 and 109 are used as contour portions 115, and each cell extends between the corresponding edges of the non-collision contour information 108 and the collision contour information 109.

[0110] Subsequently, in step Z5, cells 116 to 118 that overlap with object 107 are calculated. In the example shown in Figure 13, cell 117 overlaps with object 107, so cell 117 is calculated as an overlapping cell. Also, the non-collision portion R of the movement of the contour portion 115 assigned to the overlapping cell within the overlapping cell 117 is determined. Here, the non-collision portion represents, for example, the part of the path that the contour portion 115 can take from the non-collision contour information 108 to the collision contour information 109 without coming into contact with object 107. Here, the non-collision portion R can be calculated, for example, using the following formula. R = a / (a+b) (1) Here, a represents the length of the non-collision path portion, and b represents the length of the path portion that collides with object 107, since it is already located inside object 107.

[0111] If the contour information 109 collides with two or more objects 107, at least one additional contour information can be calculated, and the additional contour information is determined in particular at a further position on the travel trajectory 106 located between the initial positions 110,111 of the colliding contour information 109 and the non-collision contour information 108 that were initially used.

[0112] Next, in step Z6 of this method, the collision position 119 on the travel trajectory 106 is determined based on the non-collision portion R. Figure 12 schematically shows the collision position 119. The collision position 119 is located between the position 110 of the non-collision contour information 108 and the position 111 of the collision contour information 109.

[0113] The collision position 119 can be calculated, for example, based on the non-collision portion R, the distance between positions 110 and 111, and / or the change in curvature of the travel trajectory 106 between positions 110 and 111. In this case, the collision position 119 can be determined starting from the first position 10 by considering the path portion or curvature change portion corresponding to portion R, starting from position 110. In other words, the portion R of the path or curvature change between position 110 and position 119 is used as the path or curvature change between position 110 and position 119. In this way, the collision position 119 can be determined or approximated at low cost. Here, the curvature change can be taken into consideration in particular when the travel trajectory 106 is described as a clothoid with a constant curvature change.

[0114] Next, in step Z7 of this method, a collision-free movement of vehicle 1 can be calculated based on the collision position 119. For example, the collision-free movement is calculated to an endpoint that is a safe distance away from the collision position 119 in the direction of the starting point 120 of the travel trajectory 106. In this way, if vehicle 1 moves to this endpoint, a collision between vehicle 1 and object 107 can be avoided. Collision-free movement can be achieved, for example, by controlling at least one actuator 4 of vehicle 1 with the control device 2.

[0115] Steps Z1 to Z7 for calculating a collision-free travel path can be performed before vehicle 1 moves along the travel track 106. Furthermore, if additional objects 107 are detected in the environment surrounding vehicle 1 while vehicle 1 is moving along the travel track 106 and are evaluated as collision-prone objects 107, for example, based on comparison with the travel zone, the method can be performed again. This may occur, for example, when moving objects are present in the environment surrounding vehicle 1, and / or when objects could not be detected from the starting point 120 of the travel track 106, for example, due to the presence of shadows and / or other objects.

[0116] Instead of using contour information 108 and 109 to describe the vehicle contour, contour information 108 and 109 describing each vehicle part 121 of vehicle 1 can be used. In this way, it is possible to determine a collision with a vehicle part 121 that is movable relative to the body of vehicle 1, for example, which may be one of the wheels 114 of vehicle 1.

[0117] Similar to the above embodiment using contour information 108,109 that describes the contour of vehicle 1, it is also possible to determine a collision between the movable vehicle part 121 and object 107. In this case, the contour information 108,109 can take into account the relative arrangement of the vehicle part 121 at each position 110,111, which can be obtained, for example, from the current steering angle, in the case of the wheels 114 of vehicle 1.

[0118] Based on the portion R that does not collide during the movement of the vehicle portion 121 obtained using this method, the collision position or vehicle position along the travel track 106 where no collision occurs can be estimated, taking into account the relative arrangement of the vehicle portion 121 on the vehicle 1. While this application relates to the invention described in the claims, it also includes the following other aspects. 1. A method for calculating the running lane along the planned running track (5), 、 The aforementioned running strip approximates the area swept by the vehicle (1) as it moves along the running track (5), and has at least one running strip portion (24, 26). 、 In the method, - A step of providing the vehicle (1) the running track (5), wherein the running track (5) is at least one curved Including the track portion (6,7), the above curved The curvature of the running track (5) in the track section (6,7) has a constant sign, step, - The above curved The circumference describes at least one first polygon (8) that describes the vehicle outline (10) at the first vehicle position (11) on the track portion (6,7), and curved A step of calculating the second polygon (9) that describes the vehicle outline (10) at the second vehicle position (12) on the track section (6,7), - The vehicle (1) has the maximum distance from the curve (14) when it moves from the first vehicle position (11) to the second vehicle position (12). 、 The turning point (13) of the vehicle contour (10) is determined. Steps to take , and The aforementioned curved curve portion Based on at least two sides (16,17) of at least one triangle (18) surrounding (14) curved curve portion (14) The step of approximating, - Two convex polygons (22, 23, 27, 28) are formed from at least two sides (16, 17) of the first polygon (8), the second polygon (9), and the triangle (18). curved Steps to form the running zone portion (24, 26) of the track portion (6, 7), and - A step of calculating the running zone from the at least one running zone section (24, 26) Equipped with 、 method. 2. The method according to claim 1, characterized in that a trajectory (5) whose curvature changes at least partially and continuously is used, and / or a clothoid curve or a polynomial is used as the trajectory (5). 3. The method according to 1 or 2, characterized in that the vehicle contour (10) described by the first polygon (8) and the second polygon (9) corresponds to the actual vehicle contour (1) enlarged by the amount of the safety gap. 4. The at least one triangle (18) is the first vehicle position(1 1 ) and the second vehicle At each of the aforementioned turning points (13) at position (12) curved curve portion The two tangents of (14) and the aforementioned curved curve portion The method according to any one of 1 to 3 above, characterized in that it is formed by (14) and a straight line (21) connecting the points of contact (19, 20) of the tangents. 5. The first vehicle position (11) is the curved The track section (6,7) is located at the starting point, and the second vehicle position (12) is the curved To be located at the end of the track section (6,7), or the first vehicle position (11) and / or the second vehicle position (12) curved The method according to any one of the above 1 to 4, characterized in that it is located between the starting point and the ending point of the track portion (6,7). 6. The method according to any one of 1 to 5, characterized in that the distance between the first vehicle position (11) and the second vehicle position (12) along the running track (5) is determined according to a height threshold indicating the maximum allowable height of the at least one triangle (18). 7. The method according to any one of 1 to 6, characterized in that the two convex polygons (22, 23, 27, 28) are formed such that they collectively completely include at least the region included by the first polygon (8), the second polygon (9), and the at least one triangle (18). 8. The method according to any one of 1 to 7 above, characterized in that a collision check is performed based on the calculated travel lane and map information describing at least one object in the surrounding environment of the travel trajectory. 9. The method according to the above-mentioned 8, characterized in that, during the collision check, if at least one object that may collide with the vehicle moving along the travel trajectory is detected, a path is calculated in which the vehicle travels along the travel trajectory without colliding with any object. 10. A control device configured to perform any one of the methods described in 1 to 9 above. 11. A vehicle equipped with the control device (2) described in item 10 above. 12. A computer program that includes an instruction to cause the control device (2) to execute one of the methods described in 1 to 9 above.

Claims

1. A method for calculating the running lane along the planned running track (5), The aforementioned running strip approximates the area swept by the vehicle (1) as it moves along the running track (5), and has at least one running strip portion (24, 26). In the method, - A step of providing the running track (5) of the vehicle (1), wherein the running track (5) includes at least one curved track portion (6, 7), and the curvature of the running track (5) in the curved track portion (6, 7) has a constant sign, - A step of calculating at least one first polygon (8) that describes the vehicle outline (10) at a first vehicle position (11) on the curved track portion (6, 7), and a second polygon (9) that describes the vehicle outline (10) at a second vehicle position (12) on the curved track portion (6, 7), - A step of determining a turning point (13) of the vehicle contour (10), wherein the turning point (13) is an angle located radially outward of the vehicle contour (10) with respect to the curved portion of the curved track portion (6, 7), and the turning point (13) moves along the curved curve portion (14) when the vehicle (1) moves from the first vehicle position (11) to the second vehicle position (12), and a step of approximating the curved curve portion (14) based on at least two sides (16, 17) of at least one triangle (18) surrounding the curved curve portion (14). - The steps of forming two convex polygons (22, 23, 27, 28) from at least two sides (16, 17) of the first polygon (8), the second polygon (9), and the triangle (18) as running zone portions (24, 26) of the curved track portion (6, 7), and - A step of calculating the running zone from the at least one running zone portion (24, 26) A method that includes [a certain feature].

2. The method according to claim 1, characterized in that a trajectory (5) whose curvature changes at least partially and continuously is used, and / or a clothoid curve or a polynomial is used as the trajectory (5).

3. The method according to claim 1, characterized in that the vehicle contour (10) described by the first polygon (8) and the second polygon (9) corresponds to the actual contour of the vehicle (1) enlarged by the amount of the safety gap.

4. The method according to claim 1, characterized in that the at least one triangle (18) is formed by two tangents to the curved portion (14) at each of the turning points (13) at the first vehicle position (11) and the second vehicle position (12), and a straight line (21) connecting the points of tangency (19, 20) of the tangents to the curved portion (14).

5. The method according to claim 1, characterized in that the first vehicle position (11) is located at the starting point of the curved track portion (6, 7), the second vehicle position (12) is located at the ending point of the curved track portion (6, 7), or the first vehicle position (11) and / or the second vehicle position (12) are located between the starting point and the ending point of the curved track portion (6, 7).

6. The method according to claim 1, characterized in that the distance between the first vehicle position (11) and the second vehicle position (12) along the running track (5) is determined according to a height threshold indicating the maximum allowable height of the at least one triangle (18).

7. The method according to claim 1, characterized in that the two convex polygons (22, 23, 27, 28) are formed such that they collectively completely include at least the region included by the first polygon (8), the second polygon (9), and the at least one triangle (18).

8. The method according to claim 1, characterized in that a collision check is performed based on the calculated travel zone and map information describing at least one object in the surrounding environment of the travel track.

9. During the collision check, if at least one object is detected that could potentially collide with the vehicle moving along the aforementioned trajectory, a path is calculated in which the vehicle can travel along the trajectory without colliding with the object. The calculation of the collision-free path is performed in the following steps: - A step of providing object information, - A step of calculating the position and arrangement of multiple contour information that each describes the contour of the vehicle or vehicle part at various locations along the running track, - A step of calculating contour information of an object that will collide with another object, and contour information of an object that will not collide with another object, located closer to the starting point of the travel trajectory. - A step of dividing the region between non-collision contour information and collision contour information into multiple cells, each assigned to a contour portion of the contour information. - A step of calculating the cells that overlap with the object, and calculating the portion of the contour assigned to those overlapping cells that does not collide during movement. - A step of determining the collision location on the travel trajectory based on the parts that will not be hit, and - A step of calculating the vehicle's non-collision movement along the travel trajectory based on the collision location. The method according to claim 8, characterized by comprising one or more of the following.

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