Automated manoeuvre for overtaking an obstacle, involving a lateral lane change

Abstract

The invention relates to a method for controlling an automatic overtaking manoeuvre involving a lateral lane change for passing a stationary object (340) in the current lane. The method comprises determining a necessary first maximum deceleration value (130) for braking in order, in the course of a first execution variant of the lane change, to come to a standstill at a predefined first relative distance (136) in front of the obstacle (340) in the current lane (370) before the lateral lane change is executed. Furthermore, a necessary second maximum deceleration value (132) for the lateral lane change in the course of a second execution variant of the lane change is determined, without coming to a standstill in front of the obstacle (340) in the current lane (370). The first maximum deceleration value (130) is compared with the second maximum deceleration value (132), and the execution of the lateral lane change is controlled in accordance with one of the two execution variants of the lane change according to a result of the comparison.

Description

AUTOMATED OVERTAKE OF AN OBSTACLE WITH LATERAL LANE CHANGE AREA OF TECHNOLOGY

[0001] The invention relates to a method, a computer program and a computer unit for controlling an automatic overtaking maneuver of an obstacle by a vehicle with a lateral lane change. STATE OF THE ART

[0002] Autonomous driving functions, some of which can already be implemented in current driver assistance systems, are becoming increasingly important. Such autonomous driving functions can improve overall road safety, reduce the occurrence of dangerous driving situations, and help to reduce stress for both the driver and passengers during the journey.

[0003] One challenge for such autonomous driving functions is a stationary obstacle in a vehicle's current lane, to which the vehicle must react in order to avoid a collision. SUMMARY

[0004] It is an object of the invention to provide an improved method, computer program, and computer unit for controlling an automatic overtaking maneuver by a vehicle with a lateral lane change to pass a stationary obstacle. The objects underlying the invention are achieved by the features of the independent claims.

[0005] In one aspect, a method is disclosed for controlling an automatic overtaking maneuver by a vehicle with a lateral lane change from a current lane to an adjacent lane to pass a stationary obstacle on the current lane by a computer unit of a vehicle's driving assistance system.

[0006] The procedure performed by the computer unit involves receiving an initial speed value indicating the current speed of the vehicle. An initial distance value indicating the relative distance between the stationary obstacle and the vehicle is also received. A second speed value, representing the relative speed of a third vehicle in the adjacent lane, is received. A second distance value, representing the relative distance between the third vehicle and the vehicle in question, is also received.

[0007] Using the first speed value and the first distance value, a necessary first maximum deceleration value is determined for braking the vehicle to come to a standstill at a predefined first relative distance in front of the obstacle in the current lane before executing the lateral lane change into the adjacent lane, during a first execution variant of the lane change. Using the first and second speed values ​​and the first and second distance values, a necessary second maximum deceleration value is determined for the lateral lane change into the adjacent lane during a second execution variant of the lane change, without coming to a standstill in front of the obstacle in the current lane.

[0008] The first maximum deceleration value is compared with the second maximum deceleration value. The execution of the lateral lane change is controlled according to one of the two execution variants of the lane change, depending on the result of the comparison of the first maximum deceleration value with the second maximum deceleration value.

[0009] For example, a control signal to control the execution of the lateral lane change according to one of the two execution variants of the lane change is generated and / or sent by the computer unit in order to control the execution of the lateral lane change according to the selected execution variant.

[0010] Examples can have the advantage that, in the case of a stationary obstacle, i.e., a static object, on an existing lane, it is not simply a matter of braking the vehicle to avoid a collision, but rather a strategy for passing the obstacle by changing lanes in combination with a situationally advantageous braking of the vehicle is provided.

[0011] Static obstacles can take many forms. Typical examples include parked or temporarily parked vehicles, buses picking up and dropping off passengers, garbage trucks, delivery vehicles, broken-down vehicles, accident situations, road closures, emergency vehicles from rescue services, fire departments, technical relief organizations and / or police, construction sites and / or construction vehicles.

[0012] A vehicle can detect obstacles using suitable environmental sensors, such as ultrasonic sensors, radar sensors, LiDAR sensors, and / or optical cameras. Optical cameras, in particular, can capture additional situational information beyond simply detecting the presence of a static object in the vehicle's vicinity. This includes information such as activated hazard warning lights, a warning triangle, flashing blue lights, brake lights, construction site signs, barriers, etc. This additional situational information can then be used to identify a stationary obstacle or a specific type of stationary obstacle. Furthermore, environmental sensors can include a wireless communication interface for inter-vehicle communication. This interface can be configured for communication via WiFi, Bluetooth, 5G, GNSS, UWB, and / or V2X.Through appropriate inter-vehicle communication, a third vehicle, which is a stationary obstacle in a lane, can inform other vehicles that it will not move, at least temporarily, or identify itself as a specific type of vehicle, such as a bus, garbage truck, or delivery vehicle, for which it can be assumed that a blockage of a lane will last for a certain period of time.

[0013] Examples can offer the advantage that, depending on the traffic situation in an adjacent lane, a vehicle can brake differently or a different lane change technique can be used. For instance, without changing lanes, it might be necessary to brake hard to a complete stop due to a stationary obstacle in the current lane to avoid a collision. In an adjacent lane, however, moving traffic or a stationary vehicle further away might necessitate less severe braking to avoid a collision. Thus, changing lanes without braking to a complete stop in the current lane can, for example, allow for gentler braking, i.e., braking with a lower maximum deceleration. This can be gentler on the vehicle's components than braking with a higher maximum deceleration.Furthermore, this can be more comfortable for the occupants of the braking vehicle than braking with a higher maximum deceleration.

[0014] However, depending on the situation, braking in the current lane may also be more advantageous if an immediate lane change would require even stronger braking due to the traffic situation in an adjacent lane, for example to take advantage of a gap in the traffic in the adjacent lane.

[0015] In the event of braking to a standstill in the current lane, the distance at which the vehicle comes to a stop relative to the stationary obstacle can be chosen to be sufficiently large for a planned lane change. This allows the vehicle to move from the current lane to the adjacent lane after coming to a standstill, even if the stationary obstacle is still present. Such a lane change can be made, for example, as soon as the traffic in the adjacent lane has passed and / or started moving again.

[0016] For example, both lane change procedures involve braking the vehicle. In the case of a third vehicle stopped in the adjacent lane, both lane change procedures involve braking until the vehicle comes to a complete stop.

[0017] The driver assistance system provides, for example, adaptive cruise control (ACC), which enables a vehicle to maintain a safe distance from a vehicle ahead and also adjust its speed if a third vehicle or other obstacle is detected traveling at a lower speed within a relevant distance in the same lane. Adaptive cruise control is thus able to recognize and react to third vehicles and obstacles in general. In particular, adaptive cruise control can react to obstacles in front of the vehicle that are stationary or expected to stop shortly. For example, the likelihood that a vehicle ahead will stop and become an obstacle can be determined using inter-vehicle communication with the vehicle ahead or by detecting situational information, especially visual detection, such as the activation of hazard warning lights by the vehicle ahead. A stationary obstacle in the current lane can be detected, for example, by the fact that the relative speed between the obstacle and the vehicle is identical to the vehicle's current speed.

[0018] Based on the relative distance between a detected obstacle and the vehicle, as well as the vehicle's current speed, a braking profile can be determined and applied to bring the vehicle to a standstill in front of the obstacle on the same lane within a specific distance. This makes it possible, in particular, to ensure that the vehicle comes to a standstill at a predefined initial relative distance before the obstacle.

[0019] Especially on multi-lane roads, it can happen that the necessary deceleration in one lane is greater than in an adjacent lane, for example, due to a relatively close obstacle. The greater the required deceleration, the greater the stress on the vehicle's components and the resulting wear and tear. The greater the required deceleration, the more unpleasant the resulting sensation can be for the vehicle's occupants.

[0020] For example, the current lane is blocked by a stationary obstacle, i.e., a static object. This could be, especially in urban areas, a broken-down vehicle, a (temporarily) parked vehicle, a turning vehicle, a bus picking up or dropping off passengers, a garbage truck, a delivery vehicle, an emergency vehicle, a construction site, a road closure, or something similar. Because of the stationary obstacle, a lane change may be necessary to bypass the blockage or to pass the stationary obstacle.

[0021] In the first lane change procedure, a complete stop is performed before the actual lane change. For example, a current lane might be blocked, and based on a comparison of the two deceleration values ​​for the two lane change procedures, stopping in the current lane is advantageous. Alternatively, a side lane might also be temporarily blocked, or the traffic situation in the side lane might require even stronger braking. For example, the distance to a third vehicle, especially a stationary vehicle in the side lane, might be shorter than the distance to the stationary obstacle in the current lane. In such cases, after stopping, the vehicle accelerates from a standstill and changes lanes at a safe distance from the stationary obstacle, for instance, as soon as the adjacent lane is clear.

[0022] Examples of this feature allow, particularly when coming to a standstill before an obstacle, a sufficient distance to be maintained, enabling a smooth lane change when accelerating from a standstill. Examples of this feature can increase the comfort of the vehicle's occupants during a necessary lane change. Examples of this feature can also reduce material stress or wear resulting from necessary braking.

[0023] A relevant situation can arise, for example, at a traffic light if other vehicles are stopped in the current lane. If the line of vehicles in the current lane is longer than in an adjacent lane, a lane change according to the second rule may be necessary. This variant may be advantageous because the required maximum deceleration value in this case can be lower than the required maximum deceleration value in the current lane, due to the greater distance to the end of a shorter line of vehicles in the adjacent lane. In the case of the second variant, less braking is required. Furthermore, the waiting time before starting to move again after the traffic light turns green can be shorter in this variant due to the shorter line of vehicles.

[0024] A similar scenario can occur, for example, in the case of turning vehicles. As long as they have to wait, for instance because of other road users with right-of-way or priority, a lane that is currently in motion can become blocked.

[0025] Another example scenario is the beginning of a traffic jam, which starts earlier in one lane, often the right lane, than in a neighboring lane. Changing lanes, for instance, allows for more distance to be available for a necessary braking maneuver.

[0026] Furthermore, parked or temporarily parked vehicles, buses picking up and dropping off passengers, garbage trucks, delivery vehicles, broken-down vehicles, accidents, road closures, emergency vehicles from rescue services, fire departments, technical relief organizations and / or police, construction sites and / or construction vehicles can all lead to a blockage of a lane. This can often also cause disruptions in an adjacent lane. Examples allow for a situation-dependent, advantageous selection of one of the two implementation options for a necessary lane change.

[0027] The computer unit in question is, for example, a computer unit configured for a driver assistance system of a fully automated vehicle; that is, a driver assistance system that performs both speed control, in particular braking, and steering control during an overtaking maneuver. Using sensor data acquired by sensors, especially the vehicle's environmental sensors, such as ultrasonic sensors, radar sensors, LiDAR sensors, and / or optical cameras, it is possible to determine which obstacles and / or other vehicles are in the vehicle's vicinity. Furthermore, inter-vehicle communication can be used to identify relevant obstacles and / or other vehicles.

[0028] For example, the execution of the lateral lane change is controlled according to the first execution variant of the lane change in the case that the result of the comparison It follows that the first ratio between the magnitude of the first maximum deceleration value and the magnitude of the second maximum deceleration value is less than or equal to one. The selection of the lane-change implementation variant to be used can therefore be made, for example, depending on the required maximum deceleration values, choosing the variant with the lower corresponding deceleration.

[0029] For example, the execution of the lateral lane change is controlled according to the first execution variant of the lane change if the comparison shows that a second ratio between the magnitude of the first maximum deceleration value and the magnitude of the second maximum deceleration value, including a weighting value, is less than or equal to one. The weighting value increases the probability of executing the lateral lane change according to the first execution variant of the lane change compared to the probability of executing the lateral lane change according to the second execution variant of the lane change.

[0030] This allows an immediate lane change to be avoided in cases where it offers only minor advantages in terms of the necessary deceleration. In contrast, a lane change according to the first design variant might be clearer and therefore safer.

[0031] The corresponding weighting value can be, for example, an additive or multiplicative weighting value.

[0032] For example, the execution of the lateral lane change is controlled according to the second lane change execution variant if the comparison shows that the ratio between the first maximum deceleration value and the second maximum deceleration value is greater than one. The selection of the lane change execution variant to be used can therefore depend, for example, on the required maximum deceleration values, choosing the variant with the lower deceleration.

[0033] For example, the execution of the lateral lane change is controlled according to the second execution variant of the lane change in the case that the result of the comparison shows that the second ratio between the amount of the first maximum delay value and the amount of the second maximum delay value, taking into account the weighting value greater than one.

[0034] This allows an immediate lane change to be avoided in cases where it offers only minor advantages in terms of the necessary deceleration. In contrast, a lane change according to the first design variant might be clearer and therefore safer.

[0035] For example, controlling the execution of the lateral lane change according to the first execution variant of the lane change includes controlling the braking of the vehicle by realizing the first deceleration value, so that it comes to a standstill at the predefined first relative distance in front of the obstacle on the current lane, and controlling the vehicle to start moving from a standstill with the lateral lane change to the adjacent lane to pass the stationary obstacle.

[0036] The first variant of the lane change therefore initially involves braking to a standstill and then changing lanes from a standstill to pass the stationary obstacle during the overtaking maneuver.

[0037] For example, controlling the execution of the lateral lane change according to the second execution variant of the lane change involves controlling the lateral lane change to the adjacent lane to pass the stationary obstacle without coming to a complete stop in the current lane in front of the obstacle. During the lane change, the vehicle decelerates, achieving the second deceleration value.

[0038] The second variant of the lane change thus includes braking during the lane change, instead of a successive execution of braking and lane change, as in the case of the first variant.

[0039] For example, the third vehicle is moving in the same direction as the vehicle. For example, the second maximum deceleration value for the lateral lane change to the adjacent lane is determined during the second execution variant of the lane change in order to maintain a predefined second relative distance to the third vehicle.

[0040] For example, the third vehicle is a vehicle stationary in the adjacent lane. For example, the second maximum deceleration value for the lateral lane change to the adjacent lane is determined in the course of the second implementation variant of the lane change, in order to achieve a to come to a standstill at a predefined third relative distance in front of the third vehicle in the adjacent lane.

[0041] For example, the predefined first relative distance is determined such that the distance is sufficient for starting off with the lateral lane change to the adjacent lane in order to pass the stationary obstacle.

[0042] For example, the predefined initial relative distance is determined based on the current speed limit or permitted speed in the current lane and / or the adjacent lane. A relative distance to the stationary obstacle, adjusted to the current speed limit, allows the vehicle to accelerate to the current speed limit, if necessary, during the lane change without being obstructed by the obstacle. This can simplify the lane change and prevent obstructions to following vehicles in the adjacent lane.

[0043] Depending on the permitted speed, the predefined first relative distance can, for example, take the following values: 2.5 m to 3.5 m, 2.75 m to 3.25 m or 3 m distance at a permitted speed of 30 km / h, 6.5 m to 7.5 m, 6.25 m to 7.25 m or 7 m distance at a permitted speed of 50 km / h and 14 m to 16 m, 14.5 m to 15.5 m or 15 m distance at a permitted speed of 80 km / h.

[0044] Information about the current speed limit can be provided, for example, by an Intelligent Speed ​​Adaptation (ISA) system as part of the driver assistance system. An ISA is a driver assistance system designed to help the driver adhere to the current speed limit in the current lane or on the current section of road. These speed limits are stored, for example, either in a digital map in the vehicle's navigation system and / or are determined by traffic sign recognition.

[0045] For example, when determining the predefined initial relative distance, a predefined maximum wheel angle is used for the steering input during a lane change. This prevents, for instance, excessive steering input and the resulting excessive lateral acceleration due to a relatively small turning radius during a lane change.

[0046] For example, when determining the predefined initial relative distance, a predefined maximum value for the lateral component of the acceleration during the lane change is used. This allows, for instance, the avoidance of lateral accelerations exceeding the corresponding maximum value.

[0047] For example, a minimum acceleration value is used when determining the predefined initial relative distance during the lane change. This prevents excessively slow lane changes, which can cause problems, especially when combined with other vehicles in the adjacent lane.

[0048] In another aspect, a computer program is disclosed for controlling an automatic overtaking maneuver by a vehicle with a lateral lane change from a current lane to a secondary lane to pass a stationary obstacle on the current lane by a computer unit of a vehicle's driving assistance system.

[0049] The computer program comprises machine-readable program instructions. Execution of these instructions by a processor unit of the computer unit causes the processor unit to control the computer unit to receive a first speed value indicating the current speed of the vehicle. A first distance value indicating the relative distance between the stationary obstacle and the vehicle is then received. A second speed value indicating the relative speed of a third vehicle in the adjacent lane is also received. Finally, a second distance value indicating the relative distance between this third vehicle and the vehicle is received.

[0050] Using the first speed value and the first distance value, a necessary first maximum deceleration value is determined for braking the vehicle to come to a standstill at a predefined first relative distance in front of the obstacle in the current lane before executing the lateral lane change into the adjacent lane, during a first execution variant of the lane change. Using the first and second speed values ​​and the first and second distance values, a necessary second maximum deceleration value is determined for the lateral lane change into the adjacent lane during a second execution variant of the lane change, without coming to a standstill in front of the obstacle in the current lane.

[0051] The first maximum deceleration value is compared with the second maximum deceleration value. The execution of the lateral lane change is then determined according to one of the two lane change execution variants, depending on a result of the Controlled by comparing the first maximum delay value with the second maximum delay value.

[0052] The program instructions included in the computer program are configured, for example, to cause the processor unit of the computer unit of the vehicle's driving assistance system to execute one of the aforementioned examples of the procedure for controlling the automatic overtaking maneuver with lateral lane change to pass a stationary obstacle when executed by the processor unit of the computer unit of the vehicle's driving assistance system.

[0053] For example, a computer program product for controlling an automatic overtaking maneuver by a vehicle with a lateral lane change from a current lane to an adjacent lane to pass a stationary obstacle in the current lane by a computer unit of a vehicle's driving assistance system comprises a computer-readable storage medium containing machine-readable program instructions.

[0054] When a processor unit of the computer unit executes the machine-readable program instructions, it instructs the computer unit to receive a first speed value indicating the current speed of the vehicle. A first distance value indicating the relative distance between the stationary obstacle and the vehicle is then received. A second speed value indicating the relative speed of a third vehicle in the adjacent lane is also received. Finally, a second distance value indicating the relative distance between this third vehicle and the vehicle is received.

[0055] Using the first speed value and the first distance value, a necessary first maximum deceleration value is determined for braking the vehicle to come to a standstill at a predefined first relative distance in front of the obstacle in the current lane before executing the lateral lane change into the adjacent lane, during a first execution variant of the lane change. Using the first and second speed values ​​and the first and second distance values, a necessary second maximum deceleration value is determined for the lateral lane change into the adjacent lane during a second execution variant of the lane change, without coming to a standstill in front of the obstacle in the current lane.

[0056] The first maximum deceleration value is compared with the second maximum deceleration value. The execution of the lateral lane change is controlled according to one of the two execution variants of the lane change, depending on the result of the comparison of the first maximum deceleration value with the second maximum deceleration value.

[0057] The program instructions included in the computer program product are configured, for example, to cause the processor unit of the computer unit of the vehicle's driving assistance system to execute one of the aforementioned examples of the procedure for controlling the automatic overtaking maneuver with lateral lane change to pass a stationary obstacle when executed by the processor unit of the computer unit of the vehicle's driving assistance system.

[0058] For example, the computer program product is a storage unit of the computer unit of the vehicle's driver assistance system.

[0059] For example, the computer program product is a computer-readable storage medium, such as a solid-state drive, flash memory, USB flash drive, random access memory (RAM), read-only memory (ROM), optical disc, magneto-optical disc, and the register file of the processor or computing system. Furthermore, the computer-readable storage medium can be, for example, a recording medium that a computer unit can access via a network or communication connection. For example, data can be retrieved from the computer-readable storage medium via a modem, the internet, or a local network. For example, the computer program product or the computer-readable storage medium is provided using a cloud service.The computer-readable storage medium is, for example, a computer resource provided via the cloud. For example, the machine-readable program instructions are provided as software-on-demand, i.e., as software available for download via the cloud on request.

[0060] For example, program instructions retrieved by or read from the computer program product or computer-readable storage medium can be stored in a memory unit of the computer unit of the vehicle's driver assistance system for further use.

[0061] In another aspect, a computer unit for a vehicle's driving assistance system is disclosed for controlling an automatic overtaking maneuver by the vehicle with a lateral lane change from a current lane to a secondary lane to pass a stationary obstacle in the current lane.

[0062] The computer unit comprises a processor unit and a memory unit containing machine-readable program instructions. Execution of these instructions by the processor unit causes it to control the computer unit by receiving a first speed value indicating the vehicle's current speed. A first distance value indicating the relative distance between the stationary obstacle and the vehicle is then received. A second speed value indicating the relative speed of a third vehicle in the adjacent lane is also received. Finally, a second distance value indicating the relative distance between this third vehicle and the vehicle is received.

[0063] Using the first speed value and the first distance value, a necessary first maximum deceleration value is determined for braking the vehicle to come to a standstill at a predefined first relative distance in front of the obstacle in the current lane before executing the lateral lane change into the adjacent lane, during a first execution variant of the lane change. Using the first and second speed values ​​and the first and second distance values, a necessary second maximum deceleration value is determined for the lateral lane change into the adjacent lane during a second execution variant of the lane change, without coming to a standstill in front of the obstacle in the current lane.

[0064] The first maximum deceleration value is compared with the second maximum deceleration value. The execution of the lateral lane change is controlled according to one of the two execution variants of the lane change, depending on the result of the comparison of the first maximum deceleration value with the second maximum deceleration value.

[0065] The program instructions contained in the memory unit of the computer unit for the driving assistance system are configured, for example, to cause the corresponding processor unit, when executed by the processor unit of the computer unit of the vehicle's driving assistance system, to perform one of the aforementioned examples of the Procedure for controlling the automatic overtaking maneuver with lateral lane change to pass a stationary obstacle.

[0066] For example, a driver assistance system includes a computer unit according to one of the aforementioned examples. For example, a vehicle with a driver assistance system includes a computer unit according to one of the aforementioned examples.

[0067] It is understood that one or more of the aforementioned embodiments can be combined with each other, as long as the embodiments do not exclude each other. BRIEF DESCRIPTION OF THE DRAWINGS

[0068] The following examples are explained in more detail using the drawings. They show:

[0069] Fig. 1 shows a flowchart of an exemplary procedure for controlling an automatic overtaking maneuver with lateral lane change,

[0070] Fig. 2 shows a flowchart of an exemplary procedure for controlling an automatic overtaking maneuver with lateral lane change,

[0071] Fig. 3 shows a flowchart of an exemplary procedure for controlling an automatic overtaking maneuver with lateral lane change,

[0072] Fig. 4 shows a schematic diagram of an exemplary overtaking maneuver with a lateral lane change according to a first embodiment of the lane change.

[0073] Fig. 5 shows a schematic diagram of an exemplary overtaking maneuver with a lateral lane change according to a second variant of the lane change.

[0074] Fig. 6 shows a block diagram of an exemplary computer unit for controlling an automatic overtaking maneuver with lateral lane change and

[0075] Fig. 7 shows a schematic diagram of an exemplary vehicle with a computer unit for controlling an automatic overtaking maneuver with lateral lane change. DETAILED DESCRIPTION

[0076] In the following, similar elements are marked with the same reference symbols.

[0077] Figure 1 shows an exemplary method for controlling an automatic overtaking maneuver by a vehicle with a lateral lane change from a current lane to an adjacent lane to pass a stationary obstacle in the current lane by a computer unit of a vehicle's driving assistance system.

[0078] Block 200 receives a first speed value representing the current speed of the vehicle. Block 202 receives a first distance value representing the relative distance between the stationary obstacle and the vehicle. Block 204 receives a second speed value representing the relative speed of a third vehicle in the adjacent lane. Block 206 receives a second distance value representing the relative distance between the third vehicle and the vehicle.

[0079] In block 208, using the first speed value and the first distance value, a necessary first maximum deceleration value is determined for braking the vehicle in order to come to a standstill in a predefined first relative distance in front of the obstacle on the current lane in the course of a first execution variant of the lane change before executing the lateral lane change to the adjacent lane.

[0080] For example, the predefined first relative distance is determined such that the distance is sufficient for initiating the lateral lane change into the adjacent lane to pass the stationary obstacle. For example, a predefined maximum wheel angle for the steering input during the lane change is used when determining the predefined first relative distance. For example, a predefined maximum value for the lateral component of the acceleration during the lane change is used when determining the predefined first relative distance. For example, a minimum value for the acceleration during the lane change is used when determining the predefined first relative distance.

[0081] In block 210, using the first and second speed values ​​as well as the first and second distance values, a necessary second maximum deceleration value is calculated for the lateral lane change to the adjacent lane in the course of a second execution variant of the lane change, without coming to a standstill in front of the obstacle on the current lane.

[0082] In block 212, the first maximum deceleration value is compared with the second maximum deceleration value. Block 212 also compares the execution of the lateral lane change according to one of the two lane change execution variants, depending on a result. controlled by comparing the first maximum delay value with the second maximum delay value.

[0083] Controlling the execution of the lateral lane change according to the first execution variant of the lane change occurs, for example, if the comparison shows that the first ratio between the magnitude of the first maximum deceleration value and the magnitude of the second maximum deceleration value is less than or equal to one. Similarly, controlling the execution of the lateral lane change according to the first execution variant of the lane change occurs, for example, if the comparison shows that the second ratio between the magnitude of the first maximum deceleration value and the magnitude of the second maximum deceleration value, including a weighting value, is less than or equal to one.The weighting value increases the probability of performing the lateral lane change according to the first execution variant of the lane change compared to the probability of performing the lateral lane change according to the second execution variant of the lane change.

[0084] Controlling the execution of the lateral lane change according to the first execution variant of the lane change includes, for example, controlling the braking of the vehicle by realizing the first deceleration value, so that it comes to a standstill at the predefined first relative distance in front of the obstacle on the current lane, and controlling the vehicle to start moving from a standstill with the lateral lane change to the adjacent lane to pass the stationary obstacle.

[0085] Controlling the execution of the lateral lane change according to the second execution variant of the lane change occurs, for example, if the comparison shows that the first ratio between the magnitude of the first maximum deceleration value and the magnitude of the second maximum deceleration value is greater than one. Similarly, controlling the execution of the lateral lane change according to the second execution variant of the lane change occurs, for example, if the comparison shows that the second ratio between the magnitude of the first maximum deceleration value and the magnitude of the second maximum deceleration value, including the weighting value, is greater than one.

[0086] Controlling the execution of the lateral lane change according to the second One implementation variant of the lane change includes, for example, controlling the lateral Changing lanes to the adjacent lane to pass the stationary obstacle without coming to a complete stop in the current lane. During this lane change, the vehicle decelerates, achieving the second deceleration value.

[0087] For example, the third vehicle is moving in the same direction as the vehicle in question. In this case, the second maximum deceleration value for the lateral lane change to the adjacent lane is determined, for example, in order to maintain a predefined second relative distance to the third vehicle during the second execution variant of the lane change.

[0088] For example, the third vehicle is a vehicle stationary in the adjacent lane. In this case, the second maximum deceleration value for the lateral lane change to the adjacent lane is determined, for example, in order to come to a standstill at a predefined third relative distance in front of the third vehicle in the adjacent lane.

[0089] Figure 2 also shows an exemplary method for controlling an automatic overtaking maneuver by a vehicle with a lateral lane change from a current lane to an adjacent lane to pass a stationary obstacle in the current lane by a computer unit of a vehicle's driving assistance system.

[0090] Block 200 receives a first speed value representing the current speed of the vehicle. Block 202 receives a first distance value representing the relative distance between the stationary obstacle and the vehicle. Block 204 receives a second speed value representing the relative speed of a third vehicle in the adjacent lane. Block 206 receives a second distance value representing the relative distance between the third vehicle and the vehicle.

[0091] In block 208, using the first speed value and the first distance value, a necessary first maximum deceleration value is determined for braking the vehicle in order to come to a standstill in a predefined first relative distance in front of the obstacle on the current lane in the course of a first execution variant of the lane change before executing the lateral lane change to the adjacent lane.

[0092] For example, the predefined initial relative distance is determined such that the distance is sufficient for starting off with a lateral lane change into the adjacent lane to pass the stationary obstacle. For example, when determining the predefined For example, when determining the first relative distance, a predefined maximum wheel angle is used for the wheel steering during the lane change. For example, when determining the predefined first relative distance, a predefined maximum value of a lateral component of the acceleration during the lane change is used. For example, when determining the predefined first relative distance, a minimum value of the acceleration during the lane change is used.

[0093] In block 210, using the first and second speed values ​​as well as the first and second distance values, a necessary second maximum deceleration value is calculated for the lateral lane change to the adjacent lane in the course of a second execution variant of the lane change, without coming to a standstill in front of the obstacle on the current lane.

[0094] In block 212, the first maximum delay value is compared with the second maximum delay value. This comparison checks, for example, the ratio between the magnitude of the first maximum delay value and the magnitude of the second maximum delay value. Specifically, it checks whether the ratio is less than or equal to one.

[0095] As part of this comparison, for example, the ratio between the first maximum delay value and the second maximum delay value is examined, taking a weighting value into account. Specifically, it is checked whether the ratio, including the weighting value, is less than or equal to one.

[0096] The weighting value increases the probability of performing the lateral lane change according to the first execution variant of the lane change compared to the probability of performing the lateral lane change according to the second execution variant of the lane change.

[0097] In the event that the result of the comparison in block 212 shows that the ratio is less than or equal to one, or that the ratio including the weighting value is less than or equal to one, the procedure in block 216 is continued and the execution of the lateral lane change is controlled according to the first execution variant of the lane change.

[0098] Controlling the execution of the lateral lane change according to the first execution variant of the lane change in block 216 includes, for example, controlling the braking of the vehicle by realizing the first deceleration value so that it comes to a standstill at the predefined first relative distance in front of the obstacle on the current lane, and controlling the vehicle to start moving from a standstill with the lateral lane change to the adjacent lane to pass the stationary obstacle.

[0099] In the event that the result of the comparison in block 212 shows that the ratio is greater than one, or that the ratio including the weighting value is greater than one, the procedure in block 218 is continued and the execution of the lateral lane change is controlled according to the second execution variant of the lane change.

[0100] Controlling the execution of the lateral lane change according to the second variant of the lane change in block 218 includes, for example, controlling the lateral lane change to the adjacent lane to pass the stationary obstacle without coming to a standstill in the current lane in front of the obstacle. During the lane change, the vehicle decelerates, achieving the second deceleration value.

[0101] For example, the third vehicle is moving in the same direction as the vehicle in question. In this case, the second maximum deceleration value for the lateral lane change to the adjacent lane is determined, for example, in order to maintain a predefined second relative distance to the third vehicle during the second execution variant of the lane change.

[0102] For example, the third vehicle is a vehicle stationary in the adjacent lane. In this case, the second maximum deceleration value for the lateral lane change to the adjacent lane is determined, for example, in order to come to a standstill at a predefined third relative distance in front of the third vehicle in the adjacent lane.

[0103] Figure 3 also shows an exemplary method for controlling an automatic overtaking maneuver by a vehicle with a lateral lane change from a current lane to an adjacent lane to pass a stationary obstacle in the current lane by a computer unit of a vehicle's driving assistance system.

[0104] In block 230, for example, it is first checked whether the adjacent lane, i.e., a neighboring lane, is suitable for a lane change. This check includes For example, a check is performed to see if the corresponding lane is a lane in the same direction of travel as the current lane. Furthermore, this check includes, for example, a check to see if a lane change to this adjacent lane is possible. For instance, the adjacent lane might be blocked.

[0105] If block 232 determines that a lane change to the adjacent lane is not possible for any reason, for example, because the adjacent lane is not a lane in the same direction of travel or a lane change cannot be performed, block 260 initiates braking of the vehicle in its current lane so that the vehicle comes to a standstill at a predefined minimum relative distance from the obstacle in the current lane. For this purpose, a necessary deceleration value for braking the vehicle is determined, for example, using an initial speed value of the vehicle's current speed and an initial distance value of the relative distance between the stationary obstacle and the vehicle. A corresponding braking signal is then sent in block 262 to initiate braking of the vehicle.

[0106] If block 232 determines that a lane change to the adjacent lane is possible, the process continues in blocks 234 and 236. In block 234, a first execution variant of the lane change is planned, in which the vehicle comes to a standstill at a predefined initial relative distance from the obstacle in the current lane before executing the lateral lane change to the adjacent lane. For this purpose, a necessary initial maximum deceleration value for braking the vehicle is determined using the first speed value and the first distance value in order to come to a standstill at a predefined initial relative distance from the obstacle in the current lane.

[0107] Block 236 plans a second variant of the lane change, in which the vehicle does not come to a standstill before executing the lateral lane change in front of the obstacle. For this purpose, in addition to the first speed value and the first distance value, a second speed value representing the relative speed of a third vehicle in the adjacent lane, as well as a second distance value representing the relative distance between this third vehicle and the vehicle, are used. The third vehicle could be, for example, a vehicle moving in the same direction as the vehicle or a vehicle stationary in the adjacent lane. Using the first and second speed values ​​and the first and second distance values, a necessary second maximum deceleration value for the lateral lane change into the adjacent lane is calculated. a lane change without coming to a stop in front of the obstacle in the current lane.

[0108] In block 238, the first maximum deceleration value is compared to the second maximum deceleration value. For example, a ratio is calculated between the magnitude of the first maximum deceleration value (abs(max_decel_stop_ego_lane)) and the magnitude of the second maximum deceleration value (abs(max_decel_stop_adj_lane)). If the result of the comparison in block 238 shows that the ratio is less than or equal to one, i.e., abs(max_decel_stop_ego_lane) ≤ abs(max_decel_stop_adj_lane), the procedure continues in block 340 with the execution of the first lane change variant. Alternatively, block 238 can also be used to check a ratio between the magnitude of the first maximum deceleration value and the magnitude of the second maximum deceleration value, including a weighting value (cost for lane change).The weighting value increases the probability of executing the lateral lane change according to the first lane change execution variant compared to the probability of executing the lateral lane change according to the second lane change execution variant. For example, the weighting value can be a constant value that is taken into account to avoid a lane change at higher speeds and thus potentially higher lateral accelerations in cases where the necessary deceleration in the adjacent lane, i.e., the second maximum deceleration value, is only slightly less than the first maximum deceleration value. In this case, the procedure in block 340, for example, continues at abs(max_decel_stop_ego_lane s abs(max_decel_stop_adj_lane) + cost for lane change.

[0109] In block 240, during the execution of the lateral lane change according to the first implementation variant of the lane change, the vehicle's braking is initially controlled by implementing the first deceleration value, so that it comes to a standstill at the predefined first relative distance in front of the obstacle on the current lane. For this purpose, a corresponding braking signal to decelerate the vehicle is sent in block 242.

[0110] In block 244, after the vehicle has come to a standstill, the vehicle is controlled to accelerate from a standstill by changing lanes laterally to the adjacent lane to pass the stationary obstacle. For this purpose, a corresponding lane change signal, e.g., a steering signal, is sent in block 246. Additionally, when accelerating from a standstill, the vehicle is accelerated, for which a corresponding... An acceleration signal is sent, for example together with or as part of the lane change signal.

[0111] If the comparison in block 238 shows that the ratio is greater than one, i.e., abs(max_decel_stop_ego_lane > abs(max_decel_stop_adj_lane), the procedure continues in block 350 with the execution of the second lane change variant. The same applies, for example, if the ratio is greater than one when the weighting value is included, such as abs(max_decel_stop_ego_lane > abs(max_decel_stop_adj_lane) + cost for lane change.

[0112] In block 250, during the execution of the lateral lane change according to the second implementation variant, a lateral lane change to the adjacent lane is controlled to pass the stationary obstacle without coming to a standstill in the current lane. For this purpose, a corresponding lane change signal, e.g., a steering signal, is sent in block 252. Simultaneously or subsequently, during the lane change, braking of the vehicle is controlled in block 254, implementing the second deceleration value. For this purpose, a corresponding braking signal is sent in block 256 to decelerate the vehicle. For example, the third vehicle in the adjacent lane is moving in the same direction as the vehicle, and the second maximum deceleration value is determined such that a predefined second relative distance to the third vehicle is maintained during the lane change.For example, the third vehicle is a third vehicle standing in the adjacent lane, and the second maximum deceleration value is determined such that the vehicle comes to a standstill at a predefined third relative distance in front of the third vehicle in the adjacent lane during the lane change.

[0113] Figure 4 shows an exemplary overtaking maneuver with a lateral lane change according to a first embodiment of the lane change. A vehicle 300 is moving in a current lane 370 in the direction of travel 314. A stationary obstacle 340 is located in this current lane 370, blocking the vehicle 300 from continuing in this lane 370. In the example shown, there are, for instance, several stationary vehicles 340, 342, 344 in the current lane 370, blocking the vehicle 300 from continuing in this lane 370. Adjacent to the current lane 370 is a parallel secondary lane 372, which is also a lane in the direction of travel 341. A third vehicle 350 is located in this secondary lane 372. For example, this third vehicle 350 is moving in the same direction of travel as the vehicle 300.Alternatively, the third vehicle 350 could be a vehicle standing in the adjacent lane.

[0114] If a comparison of the previously described first maximum deceleration value with the previously described second maximum deceleration value shows that the first execution variant is to be implemented, then the vehicle 300 is controlled to decelerate on its current lane using the first deceleration value, so that the vehicle 300 comes to a standstill at a predefined relative distance 136 in front of the obstacle 340. This situation is shown by the dashed line representing vehicle 300 in Figure 4.

[0115] The relative distance 136 is determined, for example, such that it is sufficient for the vehicle 300 to accelerate from a standstill, changing lanes laterally to the adjacent lane 370 to pass the stationary obstacle 340. The corresponding travel path 317 is also shown in Figure 4. This involves steering in the lateral direction 316 while simultaneously accelerating the vehicle from a standstill. For example, when determining the predefined relative distance 136, a predefined maximum wheel angle is used for the steering of the vehicle 300's wheels during the lane change. This prevents, for example, excessive steering and the resulting excessive acceleration in the lateral direction 316 due to the small turning radius during the lane change.For example, when determining the predefined relative distance 136, a predefined maximum value for a lateral component of the acceleration during the lane change is used. This prevents, for example, an acceleration in the lateral direction 316 that exceeds the corresponding maximum value. Similarly, when determining the predefined relative distance 136, a minimum value for the acceleration during the lane change is used. This prevents an excessively slow lane change, which can cause problems, especially with other vehicles in the adjacent lane.

[0116] After vehicle 300 has come to a standstill on its current lane 370 at the predefined relative distance 136 in front of the obstacle 340, vehicle 300 is controlled to accelerate from a standstill by changing lanes laterally to the adjacent lane in order to pass the stationary obstacle 300. For example, the third vehicle 350 traveling on the adjacent lane 372 is a vehicle that is allowed to pass before the lane change takes place.

[0117] Figure 5 shows an exemplary overtaking maneuver with a lateral lane change according to a second embodiment of the lane change. A vehicle 300 is moving in a current lane 370 in the direction of travel 314. In this current lane 370 there is a stationary obstacle 340, which prevents the vehicle 300 from continuing in the current lane 370. Lane 370 is blocked. In the example shown, several stationary vehicles 340, 342, and 344 are located on the current lane 370 and are blocking the passage of vehicle 300 on this lane 370. Adjacent to the current lane 370 is a parallel lane 372, which is also a lane in the direction of travel 341. A third vehicle 350 is located on this parallel lane 372. For example, this third vehicle 350 is moving in the same direction as vehicle 300. Alternatively, the third vehicle 350 could be a stationary vehicle on the parallel lane.

[0118] If a comparison of the previously described first maximum deceleration value with the previously described second maximum deceleration value shows that the second execution variant is to be implemented, the lateral lane change to the adjacent lane 372 to pass the stationary obstacle 340 is controlled without coming to a standstill in front of the obstacle 340 on the current lane 370. A corresponding exemplary driving path 319 for the lane change to the adjacent lane 372 is also shown in Figure 5. During the lane change, the vehicle 300 is decelerated, achieving the second deceleration value.

[0119] If, for example, the third vehicle 350 is moving in the same direction 314 as vehicle 300 on the adjacent lane 372, the second maximum deceleration value for the lateral lane change onto the adjacent lane 372 is determined such that vehicle 300 maintains a predefined relative distance 136 to the third vehicle 350 after the lane change. This predefined relative distance 136 is, for example, a distance that depends on the speed of vehicle 300 after the lane change and the deceleration.

[0120] If the third vehicle 300 is stationary in the adjacent lane 372, the second maximum deceleration value for the lateral lane change to the adjacent lane 372 is determined, for example, such that the vehicle 300 comes to a standstill after the lane change at a predefined relative distance 138 in front of the third vehicle 350 in the adjacent lane 372. This distance 138 is, for example, identical to the distance 136 from Figure 4. For example, the distance 138 is shorter than the distance 136 from Figure 4.

[0121] Figure 6 shows an exemplary computer unit or computer device 100 of a vehicle assistance system 102. The computer unit 100 is used to control an automatic overtaking maneuver by the vehicle involving a lateral lane change from a The current lane is configured to be diverted to a secondary lane to allow passage over a stationary obstacle in the current lane.

[0122] Furthermore, the driving assistance system 102 includes, for example, one or more environmental sensors (not shown) configured to detect, for example, relative distances to the obstacle and / or to other vehicles in the adjacent lane. The environmental sensors are also configured, for example, to detect the current speed of the vehicle and / or the relative speeds of other vehicles in the adjacent lane. Corresponding environmental sensors are shown, for example, in Figure 7. These environmental sensors can include, for example, one or more ultrasonic sensors, one or more radar sensors, one or more LiDAR sensors, and / or one or more optical cameras. In addition, a communication interface for inter-vehicle communication can be used.

[0123] The computer unit 100 of the driver assistance system 102 can be integrated into various types of vehicle-related components and / or systems. For example, the computer unit 100 is integrated into the vehicle. This vehicle-integrated computer unit 100 can also be implemented as a distributed system. The computer unit 100 shown comprises a processor unit or computing unit 104. The processor unit 104 can be, for example, an integrated circuit in the form of a microprocessor or a microcontroller in an embedded system. The processor unit 104 shown represents one or more processor units. The computer unit 100 shown also includes a hardware interface 106.The hardware interface enables the processor unit 104 to communicate with and / or control other components. These other components include, for example, one or more environmental sensors.

[0124] The depicted processor unit 104 can also be connected to an optional user interface 108. The user interface 108 could, for example, be a user interface 108 of a vehicle's on-board computer. The user interface 108 could also include a display device. This could, for example, include a two-dimensional computer display, a touchscreen, a virtual reality system, and / or an augmented reality system. For example, the user interface 108 is configured to emit an acoustic warning signal when an obstacle is detected in the current lane or when other vehicles are approaching at close range. especially on the adjacent lane, to be output by the driver assistance system 102. For example, user interface 108 includes a graphical user interface which is configured to graphically display detected obstacles in the current lane and / or other vehicles, especially in the adjacent lane, and / or to signal their presence. For example, the positions of the obstacles and / or other vehicles are displayed relative to the vehicle.

[0125] The depicted processor unit 104 is also connected to a memory unit 110. The memory unit 110 contains machine-readable and machine-executable program instructions 120. The machine-readable program instructions 120 enable the processor unit 104 to perform various numerical and computational tasks. The machine-readable program instructions 120 also allow the processor unit 104 to control and operate other components via the hardware interface 106, for example, one or more environmental sensors of the vehicle's driver assistance system 102.

[0126] The execution of the machine-readable program instructions 120 by the processor unit 104 can cause the processor unit 104 to control the computer unit 100 to perform the automatic overtaking maneuver by the vehicle with the lateral lane change from the current lane to the adjacent lane to pass the stationary obstacle in the current lane. For example, the computer unit 100 is controlled to execute one of the methods shown in Figures 1 to 3.

[0127] The storage unit 110 further includes, for example, a first speed value 122 representing the current speed of the vehicle, a first distance value 124 representing the relative distance of the stationary obstacle to the vehicle, a second speed value 126 representing the relative speed of a third vehicle in the adjacent lane, and a second distance value 128 representing the relative distance of the third vehicle to the vehicle. These values ​​122, 124, 126, and 128 are based, for example, on sensor values. For example, the relevant sensor values ​​are received by computer unit 100 via hardware interface 106. For example, the sensor values ​​may include raw data and / or preprocessed data. For example, the sensor values ​​may include sensor data that computer unit 100 receives from one or more environmental sensors. TI

[0128] The storage unit 110 further includes, for example, a necessary first maximum deceleration value 130 for braking the vehicle in order to come to a standstill at a predefined first relative distance 136 in front of the obstacle during a first execution variant of the lane change before executing the lateral lane change onto the adjacent lane. This necessary first maximum deceleration value 130 is determined, for example, by the computer unit 100 using the first speed value 122 and the first distance value 124. Furthermore, the computer unit 100 also uses, for example, the predefined first relative distance 136.

[0129] For example, the predefined first relative distance 136 is determined such that this distance is sufficient for initiating the lateral lane change into the adjacent lane to pass the stationary obstacle. For example, the predefined first relative distance 136 is determined using one or more parameter values ​​142. These parameter values ​​142 include, for example, a predefined maximum wheel angle for steering during the lane change, a predefined maximum value of a lateral component of acceleration during the lane change, and / or a minimum value of acceleration during the lane change. For example, the predefined maximum wheel angle for steering during the lane change is used when determining the predefined first relative distance 136.For example, when determining the predefined first relative distance 136, the predefined maximum value of the lateral component of the acceleration during the lane change is used. For example, when determining the predefined first relative distance 136, the minimum value of the acceleration during the lane change is used. Furthermore, these parameter values ​​142 include, for example, a current speed limit.

[0130] The storage unit 110 further includes, for example, a necessary second maximum deceleration value 132 for the lateral lane change to the adjacent lane in a second variant of the lane change, without coming to a standstill before the obstacle. This necessary second maximum deceleration value 132 is determined, for example, by the computer unit 100 using the first speed value 122, the second speed value 126, the first distance value 124, and the second distance value 128.

[0131] For example, the third vehicle is moving in the same direction as the vehicle, and the second maximum deceleration value of 132 for the lateral lane change onto the The secondary lane in the second variant of the lane change is determined in such a way that The vehicle maintains a predefined second relative distance 138 to the third vehicle after changing lanes. This distance 138 depends, for example, on the resulting speed of the vehicle after the lane change, taking into account the braking according to the second maximum deceleration value 132.

[0132] For example, the third vehicle is a vehicle standing in the adjacent lane, and the second maximum deceleration value 132 for the lateral lane change to the adjacent lane in the course of the second variant of the lane change is determined such that the vehicle comes to a standstill at a predefined third relative distance 140 in front of the third vehicle in the adjacent lane.

[0133] Finally, the storage unit 110 includes, for example, information for a control signal 144 or a control signal 144 for controlling the execution of the lateral lane change according to one of the two execution variants of the lane change depending on a result of the comparison of the first maximum deceleration value 130 with the second maximum deceleration value 132.

[0134] Controlling the execution of the lateral lane change according to the first execution variant of the lane change occurs, for example, if the comparison shows that a first ratio between the magnitude of the first maximum deceleration value 130 and the magnitude of the second maximum deceleration value 132 is less than or equal to one, or that a second ratio between the magnitude of the first maximum deceleration value 130 and the magnitude of the second maximum deceleration value 132, including a weighting value 134, is less than or equal to one. The corresponding weighting value 134, for example, increases the probability of executing the lateral lane change according to the first execution variant of the lane change compared to the probability of executing the lateral lane change according to the second execution variant of the lane change.

[0135] Controlling the execution of the lateral lane change according to the second execution variant of the lane change occurs, for example, if the result of the comparison shows that the first ratio between an amount of the first maximum deceleration value 130 and an amount of the second maximum deceleration value 132 is greater than one, or that the second ratio between the amount of the first maximum deceleration value 130 and the amount of the second maximum deceleration value 132, including the weighting value 134, is greater than one.

[0136] The corresponding control signal 144 is sent by the computer unit 100 to execute the overtaking process according to one of the two execution variants of the lane change, for example via the hardware interface 106.

[0137] Figure 7 shows an exemplary vehicle 300 with a driving assistance system 102 that assists a human driver while driving. The vehicle 300 can be any type of vehicle or motor vehicle, e.g., a car, truck, or bus, driven by a human driver.

[0138] The driving assistance system 102 assists the human driver of the vehicle 300. This driving assistance system 102 can provide additional types of driving assistance or it can simply provide assistance during an overtaking maneuver with an automatic lane change, as described above. Such driving assistance systems 102 are also known as driver assistance systems, often referred to as ADAS (Advanced Driver Assistance Systems). In the example shown, the driving assistance system 102 is configured to perform adaptive cruise control (ACC), which allows the vehicle 300 to maintain a safe distance from other vehicles and also to adjust its speed if other vehicles that might be relevant to the vehicle 300 are detected.Furthermore, the driving assistance system 102 is also configured to perform braking maneuvers up to a standstill of the vehicle 300, for example in the case of a stationary obstacle.

[0139] In the example shown, the driving assistance system 102 comprises a plurality of different environmental sensors 304, 306, 308, 309 for monitoring the environment 310 of the vehicle 300. The environmental sensors 304, 306, 308, 309 include, for example, one or more LiDAR (Light Detection and Ranging)-based environmental sensors 304, one or more optical cameras 306, and one or more environmental sensors 308, which include one or more ultrasonic and / or radar sensors. Furthermore, the driving assistance system 102 can include a communication interface 309 for wireless inter-vehicle communication. Through this inter-vehicle communication, the driving assistance system 102 can, for example, receive information from third-party vehicles, in particular from third-party vehicles that are stationary obstacles.Inter-vehicle communication can be direct, for example via WLAN or mobile network, or indirect, such as via a mobile network. Similarly, direct communication is also possible. Inter-vehicle communication via UWB or Bluetooth is possible. For example, the communication interface 309 can be configured for communication via WiFi, Bluetooth, 5G, GNSS, UWB, and / or V2X. The environmental sensors 304, 306, 308, and 309 detect the environment 310 of the vehicle 300. These environmental sensors generate sensor data, which is sent to a computer unit 100 of the driver assistance system 102. The sensor data sent to the computer unit 100 includes, for example, raw data and / or pre-processed data.

[0140] The vehicle 300 further comprises the computer unit 100 of the driving assistance system 102 and a data link 312 that connects the environmental sensors 304, 306, 308, 309 and the computer unit 100. The computer unit 100 can be any type of computer unit suitable for use in a vehicle 300. Such computer units 100 are known in the automotive industry, for example, as ECUs (Electronic Control Units). The computer unit 100 can, for example, be used as a dedicated computer unit 100 to execute the previously described procedure for controlling the automatic overtaking maneuver with lateral lane change of the vehicle 300 to pass a stationary obstacle. The computer unit 100 can, for example, be used jointly to execute a plurality of tasks or applications.The computer unit 100 receives and processes the sensor data sent by the environmental sensors 304, 306, 308, 309 via the data connection 312.

[0141] The data connection 312 can be configured, for example, as a dedicated connection between the environmental sensors 304, 306, 308, 309 and the computer unit 100, or as a data bus. Furthermore, the data connection 312 can be configured as a shared data connection 312 used by various types of devices in the vehicle 300, for example, a multi-purpose data bus. The data connection 312 can be implemented, for example, as a CAN bus, LIN bus, or other interface.

[0142] Although Figure 7 shows a single data connection 312, multiple connections or data buses can be provided in parallel to connect the environmental sensors 304, 306, 308, 309 to the computer unit 100, which together are considered a data connection 312. Similarly, although Figure 7 shows a single computer unit 100, multiple computer units 100 can be provided in parallel to process the sensor data from the environmental sensors 304, 306, 308, 309. For example, the computer unit 100 is configured to process the data received from the environmental sensors 304, 306, 308, 309. To fuse sensor information to provide a single set of environmental data, in particular to provide an environmental map.

[0143] Although the invention is illustrated and described in detail in the drawings and the preceding description, this illustration and description is to be regarded as exemplary and not limiting; the invention is not limited to the disclosed examples.

[0144] Other variations of the disclosed examples can be understood and carried out by those skilled in the art when carrying out the claimed invention with reference to the drawings, the description, and the accompanying claims. In the claims, the word "comprising" does not exclude other elements or steps, and the indefinite article "a" does not exclude multiple elements. The mere fact that certain features are mentioned in differing dependent claims does not mean that a combination of these features cannot be advantageous. Any reference numerals in the claims should not be interpreted as limiting the scope of protection.

[0145] A single processor or other unit can perform the functions of several elements mentioned in the claims. A computer program can be stored / distributed on a suitable medium, for example, on an optical storage medium or a solid-state medium supplied with or as part of other hardware, but it can also be distributed in other ways, for example, via the Internet or other wired or wireless telecommunications systems.

[0146] As those skilled in the art will understand, aspects of the present invention can be embodied in the form of a device, a method, or a computer program product. Accordingly, aspects of the present invention can take the form of a purely hardware variant, a purely software variant (including firmware, resident software, microcode, etc.), or a variant that combines software and hardware aspects, which may be generally referred to here as a "circuit," "module," or "system." Furthermore, aspects of the present invention can take the form of a computer program product embodied in one or more computer-readable media containing computer-executable code.

[0147] Any combination of one or more computer-readable media can be used. The computer-readable medium can be a computer-readable signaling medium or a computer-readable storage medium. A "computer-readable storage medium," such as The term used here encompasses any tangible storage medium capable of storing instructions executable by a processor or computing system of a computer unit. A computer-readable storage medium can be referred to as a computer-readable non-transitory storage medium. It can also be called a tangible computer-readable medium. In some embodiments, a computer-readable storage medium may also be capable of storing data accessible to the processor or computing system of the computer unit. Examples of computer-readable storage media include, but are not limited to: a floppy disk, a magnetic hard disk drive, a solid-state drive, flash memory, a USB flash drive, random access memory (RAM), read-only memory (ROM), an optical disk, a magneto-optical disk, and the register file of the processor or computing system.Examples of optical discs include Compact Discs (CDs) and Digital Versatile Discs (DVDs), such as CD-ROM, CD-RW, CD-R, DVD-ROM, DVD-RW, or DVD-R discs. The term "computer-readable storage medium" also refers to various types of recording media that a computer can access via a network or communication link. For example, data can be retrieved via a modem, the internet, or a local area network. Computer-readable or computer-executable code embodied on a computer-readable medium can be transmitted via any suitable medium, including, but not limited to, wireless transmission, wired transmission, fiber optic cable, radio frequency transmission, etc., or a suitable combination of the aforementioned media.

[0148] A computer-readable signaling medium can contain a propagating data signal with computer-executable code embodied therein, for example, in a baseband or as part of a carrier wave. Such a transmitted signal can take any form, including, but not limited to, electromagnetic or optical signals, or a suitable combination thereof. A computer-readable signaling medium can be any computer-readable medium that is not a computer-readable storage medium and that can transmit, propagate, or transport a program for use by or in conjunction with a command execution system, apparatus, or device.

[0149] A "computer memory," "storage unit," or "memory" is an example of a computer-readable storage medium. Computer memory is any memory that a processor or computing system can directly access.

[0150] A "processor system," "processor unit," "computer system," or "computer unit," as used herein, comprises an electronic component capable of executing a program, a machine-executable instruction, or computer-executable code. References to the processor system or computer system that include an example "a processor system" or "a computer system" are to be understood as meaning that the example may include more than one processor system, processor unit, computer system, computer unit, or processor core. For example, the processor system or computer system may be a multi-core processor. A processor system, processor unit, computer system, or computer unit may also refer to a collection of processor units or computer units within a single computer system or distributed across multiple computer systems.The terms "processor system," "processor unit," "computer system," or "computing unit" should also be interpreted as potentially referring to a collection or network of computing devices, each comprising a processor or computing system. The machine-executable code or instructions may be executed by multiple computing systems or processors located within the same computing device or even distributed across multiple computing devices.

[0151] Machine-readable or machine-executable instructions, or computer-readable or computer-executable code, may comprise instructions or a program that causes a processor or other computing system to execute an aspect of the present invention. Computer-executable code for performing operations for aspects of the present invention may be written in any combination of one or more programming languages, including an object-oriented programming language such as Java, Smalltalk, C++, or similar languages, and conventional procedural programming languages ​​such as the programming language "C" or similar languages, and compiled into machine-executable instructions. In some cases, the computer-executable code may be in high-level language form or in pre-compiled form and used in conjunction with an interpreter that generates the machine-executable instructions on the fly.In other cases, the machine-executable instructions or computer-executable code may be in the form of programming for programmable logic gate arrays.

[0152] The executable computer code can be installed entirely on the user's computer unit, partially on the user's computer unit, as a standalone software package, or partially on the user's computer unit and partially on a remote computer unit, or entirely on the remote computer unit or server. In the latter case, the remote computer unit can be connected to the user's computer unit via any network, including a local area network (LAN) or a wide area network (WAN), or the connection can be established with an external computer unit (for example, via the internet with the help of an internet service provider).

[0153] Aspects of the present invention are described with reference to flowchart illustrations and / or block diagrams of methods, devices (systems), and computer program products according to the embodiments of the invention. It is understood that each block or part of the blocks of the flowchart, illustrations, and / or block diagrams can be implemented by computer program instructions in the form of computer-readable or computer-executable code, where applicable. It is further understood that combinations of blocks in different flowcharts, illustrations, and / or block diagrams can be combined, provided they are not mutually exclusive.These computer program instructions can be provided to a computing system of a general-purpose computer, a special-purpose computer, or any other programmable data processing device to create a machine such that the instructions executed through the computing system of the computer or other programmable data processing device provide means for implementing the functions / actions specified in the flowchart and / or block diagram block or blocks.

[0154] These machine-executable instructions or computer program instructions may also be stored in a computer-readable medium capable of instructing a computer, other programmable data processing device, or other apparatus to operate in a particular manner, such that the instructions stored in the computer-readable medium produce a manufactured item containing instructions to perform the function / action specified in the flowchart and / or block diagram block or blocks.

[0155] The machine-readable or machine-executable instructions or computer program instructions can also be loaded onto a computer, other programmable data processing device, or other equipment to initiate a series of process steps that are executed on the computer, other programmable device, or other equipment to perform a to create a computer-implemented process such that the instructions executed on the computer or other programmable device provide processes for implementing the functions / actions specified in the flowchart and / or block diagram block or blocks.

[0156] A "user interface," as used here, is an interface that allows a user or operator to interact with a computer or computer system. A "user interface" can also be called a "human interface device." A user interface can provide information or data to the user and / or receive information or data from the user. A user interface can allow the computer to receive input from the user and provide output from the computer to the user. In other words, the user interface can allow a user to control or manipulate a computer, and the interface can allow the computer to display the effects of the user's control or manipulation.Displaying data or information on a screen or graphical user interface is an example of providing information to a user. Receiving data via a keyboard, mouse, trackball, touchpad, pointer, graphics tablet, joystick, gamepad, webcam, headset, pedals, wired glove, remote control, and accelerometer are all examples of user interface components that enable a user to receive information or data.

[0157] A "hardware interface," as used here, comprises an interface that allows the processor or computing system of a computer unit or computer system to interact with and / or control an external computer device and / or external apparatus. A hardware interface can allow a computer unit to send control signals or commands to an external computer device and / or external apparatus. A hardware interface can also allow a computer unit to exchange data with an external data processing system and / or external device. Examples of a hardware interface include, but are not limited to: a universal serial bus, an IEEE 1394 port, a parallel port, an IEEE 1284 port, a serial port, an RS-232 port, an IEEE 488 port, a Bluetooth connection, a wireless local area network connection, and a TCP / IP connection. an Ethernet connection, a control voltage interface, a MIDI interface, an analog input interface and a digital input interface.

[0158] A "display," "indicator," or "display device," as used here, comprises an output device or user interface capable of displaying images or data. A display can output visual, auditory, and / or tactile data. Examples of a display include, but are not limited to: a computer monitor, a television screen, a touchscreen, a tactile electronic display, and a Braille display.

[0159] Cathode ray tube (CRT), storage tube, bistable display, electronic paper, vector display, flat panel display, vacuum fluorescent display (VF display), light-emitting diode display (LED), electroluminescent display (ELD), plasma display panel (PDP), liquid crystal display (LCD), organic light-emitting diode display (OLED), projector and head-mounted display. LIST OF REFERENCE MARKS 100 computer units 102 Driving assistance system 104 processor units 106 Hardware interface 108 User interface 110 storage units 120 machine-readable program instructions 122 first speed value 124 first distance value 126 second speed value 128 second distance value 130 first maximum delay value 132 second maximum delay value 134 Weighting value 136 first relative distance 138 second relative distance 140 third relative distance 142 parameter values 144 Control signal 300 vehicles 304 LiDAR-based environmental sensor, environmental sensor 306 optical camera, environmental sensor 308 Ultrasonic sensor / radar sensor, environmental sensor 309 Communication interface for inter-vehicle communication 310 surroundings 312 Data connection 314 Direction of travel 316 lateral direction 317 Route 319 Route 340 Obstacle 342 Obstacle 344 Obstacle 360 Third vehicle 370 lanes 372 Secondary lane

Claims

REQUIREMENTS 1. Method for controlling an automatic overtaking maneuver by a vehicle (300) with a lateral lane change from a current lane (370) to an adjacent lane (372) to pass a stationary obstacle (340) on the current lane (370) by a computer unit (100) of a driving assistance system (102) of the vehicle (300), wherein the method by the computer unit (100) comprises: Receiving an initial speed value (122) of the current speed of the vehicle (300), Receiving a first distance value (124) of a relative distance of the stationary obstacle (340) to the vehicle (300), Receiving a second speed value (126) of a relative speed of a third vehicle (360) on the adjacent lane (372), Receiving a second distance value (128) of a relative distance of the third vehicle (360) to the vehicle (300), Determine, using the first speed value (122) and the first distance value (124), a necessary first maximum deceleration value (130) for braking the vehicle (300) in order to come to a standstill in the course of a first execution variant of the lane change before executing the lateral lane change to the adjacent lane (372) at a predefined first relative distance (136) in front of the obstacle (340) on the current lane (370), Determine, using the first and second speed values ​​(122; 126) and the first and second distance values ​​(124; 128), a necessary second maximum deceleration value (132) for the lateral lane change to the adjacent lane (372) in the course of a second execution variant of the lane change, without coming to a standstill in front of the obstacle (340) on the current lane (370), Comparing the first maximum delay value (130) with the second maximum delay value (132), Sending a control signal to control the execution of the lateral lane change according to one of the two execution variants of the lane change depending on a result of the comparison of the first maximum deceleration value (130) with the second maximum deceleration value (132).

2. The method of claim 1, wherein the control of the execution of the lateral lane change according to the first embodiment of the lane change is carried out in the case that the result of the comparison shows that a first ratio between an amount of the first maximum deceleration value (130) and an amount of the second maximum deceleration value (132) is less than or equal to one, or that a second ratio between the amount of the first maximum deceleration value (130) and the amount of the second maximum deceleration value (132), including a weighting value (134), is less than or equal to one, wherein the weighting value (134) increases a probability of executing the lateral lane change according to the first embodiment of the lane change compared to a probability of executing the lateral lane change according to the second embodiment of the lane change.

3. Method according to claim 1, wherein the control of the execution of the lateral lane change according to the second embodiment of the lane change takes place in the case that the result of the comparison shows that the first ratio between an amount of the first maximum deceleration value (130) and an amount of the second maximum deceleration value (132) is greater than one, or that the second ratio between the amount of the first maximum deceleration value (130) and the amount of the second maximum deceleration value (132) including the weighting value (134) is greater than one.

4. Method according to any of the preceding claims, wherein controlling the execution of the lateral lane change according to the first embodiment of the lane change comprises: Controlling the braking of the vehicle (300) by realizing the first deceleration value (130), so that it comes to a standstill at the predefined first relative distance (136) in front of the obstacle (340) on the current lane (370), Controlling the vehicle's acceleration (300) from a standstill with the lateral lane change to the adjacent lane (372) to pass the stationary obstacle (340).

5. Method according to any of the preceding claims, wherein controlling the execution of the lateral lane change according to the second embodiment of the lane change comprises: Controlling the lateral lane change to the adjacent lane (372) to pass the stationary obstacle (340) without coming to a stop in front of the obstacle (340) on the current lane (370), whereby a deceleration of the vehicle (300) occurs during the lane change, realizing the second deceleration value (132).

6. Method according to claim 5, wherein the third vehicle (360) moves in the same direction of travel (314) as the vehicle (300) and the second maximum deceleration value (132) for the lateral lane change to the adjacent lane (372) is determined in the course of the second embodiment of the lane change in order to maintain a predefined second relative distance (138) to the third vehicle (360), or wherein the third vehicle (360) is a vehicle stationary on the adjacent lane (372) and the second maximum deceleration value (132) for the lateral lane change to the adjacent lane (372) is determined in the course of the second embodiment of the lane change in order to come to a standstill at a predefined third relative distance (140) in front of the third vehicle (360) on the adjacent lane (372).

7. Method according to one of the preceding claims, wherein the predefined first relative distance (136) is determined such that the distance (136) is sufficient for approaching with the lateral lane change onto the adjacent lane (372) to pass the stationary obstacle (340).

8. Method according to claim 7, wherein in determining the predefined first relative distance (136) a predefined maximum wheel angle for turning the wheels during the lane change, a predefined maximum value of a lateral component of an acceleration during the lane change and / or a minimum value of the acceleration during the lane change are used.

9. Computer program for controlling an automatic overtaking maneuver by a vehicle (300) with a lateral lane change from a current lane (370) to an adjacent lane (372) to pass a stationary obstacle (340) on the current lane (370) by a computer unit (100) of a driving assistance system (102) of the vehicle (300), wherein the computer program comprises machine-readable program instructions (120), wherein execution of the machine-readable program instructions (120) by a processor unit (104) of the computer unit (100) causes the processor unit (104) to control the computer unit (100) to: Receiving an initial speed value (122) of the current speed of the vehicle (300), Receiving a first distance value (124) of a relative distance of the standing obstacle (340) to the vehicle (300), Receiving a second speed value (126) of a relative speed of a third vehicle (360) on the adjacent lane (372), Receiving a second distance value (128) of a relative distance of the third vehicle (360) to the vehicle (300), Determine, using the first speed value (122) and the first distance value (124), a necessary first maximum deceleration value (130) for braking the vehicle (300) in order to come to a standstill in the course of a first execution variant of the lane change before executing the lateral lane change to the adjacent lane (372) at a predefined first relative distance (136) in front of the obstacle (340) on the current lane (370), Determine, using the first and second speed values ​​(122; 126) and the first and second distance values ​​(124; 128), a necessary second maximum deceleration value (132) for the lateral lane change to the adjacent lane (372) in the course of a second execution variant of the lane change, without coming to a standstill in front of the obstacle (340) on the current lane (370), Comparing the first maximum delay value (130) with the second maximum delay value (132), Sending a control signal to control the execution of the lateral lane change according to one of the two execution variants of the lane change depending on a result of the comparison of the first maximum deceleration value (130) with the second maximum deceleration value (132).

10. Computer unit (100) for a vehicle assistance system (102) for controlling an automatic overtaking maneuver by the vehicle (300) with a lateral lane change from a current lane (370) to an adjacent lane (372) to pass a stationary obstacle (340) on the current lane (370), wherein the computer unit (100) comprises a processor unit (104) and a memory unit (110) with machine-readable program instructions (120), wherein execution of the machine-readable program instructions (120) by the processor unit (104) causes the processor unit (104) to control the computer unit (100) to: Receiving an initial speed value (122) of the current speed of the vehicle (300), Receiving a first distance value (124) of a relative distance of the standing obstacle (340) to the vehicle (300), Receiving a second speed value (126) of a relative speed of a third vehicle (360) on the adjacent lane (372), Receiving a second distance value (128) of a relative distance of the third vehicle (360) to the vehicle (300), Determine, using the first speed value (122) and the first distance value (124), a necessary first maximum deceleration value (130) for braking the vehicle (300) in order to come to a standstill in the course of a first execution variant of the lane change before executing the lateral lane change to the adjacent lane (372) at a predefined first relative distance (136) in front of the obstacle (340) on the current lane (370), Determine, using the first and second speed values ​​(122; 126) and the first and second distance values ​​(124, 128), a necessary second maximum deceleration value (132) for the lateral lane change to the adjacent lane (372) in the course of a second execution variant of the lane change, without coming to a standstill in front of the obstacle (340) on the current lane (370), Comparing the first maximum delay value (130) with the second maximum delay value (132), Controlling the execution of the lateral lane change according to one of the two execution variants of the lane change depending on a result of the comparison of the first maximum deceleration value (130) with the second maximum deceleration value (132).

Images