Determine a discrete representation of the lane segment ahead of the vehicle

Abstract

The invention relates to a device (16) for determining a discrete representation (30) of a lane segment ahead of a vehicle (12), the device comprising: an input interface (22) for receiving sensor data (20) of a sensor (14) with information about the lane segment ahead of the vehicle; a setting unit (24) for determining a control distance based on the sensor data and for setting a support point corresponding to the control distance in the discrete representation of the lane segment, wherein a characteristic of the lane segment ahead of the vehicle that is relevant for controlling the vehicle changes at the control distance, wherein the setting unit is configured to set a smaller, predefined second number (n2) of support points based on a predefined first number (n1) of support points; and an output interface (26) for outputting the smaller, predefined second number of support points to an optimizer (52) for determining a curve of at least one control parameter for controlling a vehicle function based on the second number (n2) of support points. The invention also relates to a system (10) and a method and a computer program product for determining a discrete representation of a lane segment ahead of a vehicle.

Description

Technical Field

[0001] The invention relates to a device for determining a discrete representation of a lane segment ahead of a vehicle and also to a corresponding method and system. Background Art

[0002] Modern vehicles (cars, vans, trucks, motorcycles, etc.) include a large number of systems that provide information to the driver and partially or fully automatically control various vehicle functions. The vehicle's surroundings and other traffic participants are detected by sensors. Based on the detected data, a model of the vehicle environment can be generated and changes in the vehicle environment can be responded to. Due to the continuous development of the field of autonomous and semi-autonomous vehicles, the influence and scope of such advanced driver assistance systems (ADAS) are increasing. Due to the development of increasingly sophisticated sensors, it is possible to detect the surrounding environment and traffic and fully or partially control various functions of the vehicle without driver intervention. In this regard, driving assistance systems can especially help to improve traffic safety and driving comfort.

[0003] In addition to the detection and recognition of static objects in the surroundings of the personal vehicle using environmental sensors such as camera sensors, radar sensors, lidar sensors or ultrasonic sensors, moving objects and other traffic participants can also be detected. Based on this, the behavior of an autonomous or semi-autonomous vehicle can be adapted to the current situation.

[0004] The document "Reference generation and control strategy for automated vehicle guidance" by Rachid et al. (INTELLIGENT VEHICLES SYMPOSIUM, IV, 2012 IEEE, 3 June 2012, pp. 389-394, XP032453039, DOI 10.1109 / IVS.2012.6232248 ISBN: 978-1-4673-2119-8) describes a vehicle guidance strategy in which the focus is on the reference generation and control level. After a perception step in which a Geographic Information System (GIS) is fused with an image processing system, the reference generation leads to the calculation of a constrained smooth trajectory as well as a smooth speed profile integrating safety and comfort criteria. The obtained reference set is then used by longitudinal and NLMPC-based lateral controllers providing the steering angle and traction torque. Here, the overall system performance is presented based on simulation results based on real-time measurements.

[0005] DE 10 2009 000197 A1 discloses a method for triggering a braking intervention by a driver assistance system before a turn. The driver assistance system evaluates navigation data and determines a support point that reflects the course of the road, thereby reducing the risk of the vehicle entering the turn at too high a speed. At least one support point in front of the vehicle and the associated cornering speed limit are determined, wherein an automatic braking intervention is triggered if necessary in order to comply with the cornering speed limit at the support point.

[0006] US2017 / 341660 A1 teaches obtaining or preparing at least one speed profile for at least one selected connection of a traffic network, wherein the at least one speed profile represents a large number of speeds for a large number of subsequent segments of the selected connection. In a first smoothing step, at least one speed profile for at least one selected connection is smoothed by determining whether the at least one speed profile represents one or more speeds associated with an acceleration above a predetermined acceleration threshold or a deceleration below a predetermined deceleration threshold. In addition, for each speed determined to be associated with an acceleration above the acceleration threshold or a deceleration below the deceleration threshold, a corresponding adjusted speed is determined so as to replace the corresponding speed based at least in part on the speed of one or more adjacent segments of the corresponding segment.

[0007] DE 10 2015 202 216 A1 discloses a method for operating a motor vehicle with the following steps. Thus, a section of a most likely route ahead and a route parameter associated with the section are provided. In addition, the most likely route ahead is divided into segments, and an optimization of a target speed is performed at the segment boundaries of the segments with respect to a predetermined objective function. In addition, the target speed obtained at the location of the segment boundaries is interpolated to obtain a target speed curve, and the motor vehicle is operated based on the provisions of the target speed curve.

[0008] In order to control an autonomous and / or semi-autonomous vehicle, it is necessary to know a plurality of control parameters of the lane section ahead of the vehicle. For this purpose, a large amount of data needs to be evaluated, which leads to a high computational effort, in particular because the control parameters have to be determined in a short time. For example, it is known to model or scan and process the lane section ahead of the vehicle in discrete steps at equal intervals. On the one hand, the time or length of the future section ahead of the vehicle, i.e., in which the control parameters for the future autonomous driving are known, increases with the number of steps. On the other hand, the computational effort for determining the control parameter curve also increases with each of these detected interval points.

[0009] Against this background, the task of a person skilled in the art is to be able to model the lane section ahead of the vehicle more efficiently. In particular, all relevant features of the lane section that are required for modeling control parameters for controlling a preferably autonomously driven vehicle should be detected. Summary of the invention

[0010] In order to achieve this object, the present invention proposes a device for determining a discrete representation of a lane segment ahead of a vehicle, the device comprising:

[0011] An input interface for receiving sensor data from a sensor with lane segment information in front of the vehicle;

[0012] a setting unit for determining a control distance based on sensor data and for setting supporting points corresponding to the control distance in a discrete representation of a lane section, wherein a characteristic of the lane section ahead of the vehicle that is relevant to the control vehicle changes at the control distance, wherein the setting unit is designed to set a smaller predefined second number of supporting points based on a predefined first number of supporting points; and

[0013] An output interface is provided for outputting a smaller predefined second number of support points to an optimizer in order to determine a profile of at least one control parameter for controlling a vehicle function based on the second number of support points.

[0014] In order to solve the above-mentioned task, the present invention also proposes a system for determining a discrete representation of a lane segment ahead of a vehicle, the system comprising:

[0015] a sensor for generating sensor data with information of a lane segment in front of the vehicle;

[0016] A device as defined above;

[0017] an optimizer for determining a curve for at least one control parameter for controlling a vehicle function based on the supporting points in the discrete representation; and

[0018] A vehicle controller is configured to control at least one vehicle function based on the control parameter profile determined by the optimizer.

[0019] In order to solve the above-mentioned object, the present invention further proposes a method for determining a discrete representation of a lane segment ahead of a vehicle, the method comprising the following steps:

[0020] receiving sensor data from a sensor with information about a lane segment ahead of the vehicle;

[0021] determining a control distance based on sensor data, at which a characteristic of a lane segment in front of the vehicle that is relevant to the control vehicle changes;

[0022] Setting support points corresponding to the control spacing in the discrete representation of the lane segment, wherein the support points are set based on a predefined first number of support points and a smaller predefined second number of support points; and

[0023] A smaller predefined second number of support points is output to an optimizer for determining a curve for at least one control parameter for controlling a vehicle function based on the second number of support points.

[0024] Another aspect of the present invention relates to a corresponding computer program product with a program code, which, when run on a computer, performs the steps of the method. It also relates to a storage medium having a computer program stored thereon, which, when run on a computer, performs the method described therein.

[0025] Preferred embodiments of the invention are described according to the dependent claims. It goes without saying that the above-mentioned features and the features still to be explained below can be used not only in the respectively specified combination, but also in other combinations or individually without departing from the scope of the invention. In particular, the system, method and computer program product can be implemented according to the embodiments described in the dependent claims for the device and the system.

[0026] By means of an input interface for receiving sensor data, the device can be technically easily integrated into an existing sensor system of a preferably autonomously driven vehicle. It goes without saying that the sensor data can include both raw data and processed data of the sensor. In particular, it can be provided that the sensor data already include a discrete representation with support points at constant spacing. With the aid of the setting unit, it can be technically easily ensured that all vehicle-control-related features of the lane section ahead of the vehicle are detected and processed in a reduced set of support points. By configuring the setting unit to set a smaller, predefined second number of support points based on a predefined first number of support points, a reduced set of support points can be created for the optimizer. In this way, it can be reliably ensured that the curve of at least one control parameter is determined with less computational effort. With the aid of the output interface, the smaller second number of support points can be output to the optimizer. Thus, with the aid of the device, a discrete representation of the lane section ahead of the vehicle with a smaller number of support points can be technically easily created and transmitted for further processing.

[0027] In a preferred design, the setting unit is configured to set a support point in the discrete representation for a control distance on which a feature related to the control of the vehicle includes a discrete event. In addition or alternatively, the setting unit is configured to set a plurality of support points in the discrete representation with a predefined maximum point spacing for a plurality of control distances on which features related to the control of the vehicle include continuous events. Examples of discrete events are changes in speed limits, traffic signs such as traffic lights, other traffic participants and / or changes in the maximum speed allowed, preferably indicated by traffic signs. By setting at least one support point in the discrete representation, it is technically simple to ensure that features related to the control of the vehicle are detected in the discrete representation. In addition, by setting only one support point, the number of support points in the discrete representation can be kept small. Examples of continuous events are road slopes and curves. By setting a plurality of support points with a predefined maximum point spacing, the continuous occurrence of continuous events can be reflected with sufficient accuracy. Here, the predefined maximum point spacing can vary with the complexity of the continuous event. In particular, the predefined maximum point spacing is selected so that the optimizer can model the curve of the control parameter at least with sufficient accuracy.

[0028] In an advantageous embodiment, the input interface is designed to receive map data from an onboard computer and / or an external system, wherein the map data include information about bends, slopes, speed limits, environmental zones, tunnels and / or parking areas on the road section. As a result, the device can produce results more efficiently and more quickly, since only a comparison with stored map data is required. It is also conceivable to use a simpler and more cost-effective configuration unit for the comparison.

[0029] According to the invention, the setting unit is designed to set support points that are closer to the vehicle in the discrete representation at a smaller point spacing than support points that are further away. This makes it possible, in particular, for the discrete representation to correspond to a lane section that is far enough ahead of the vehicle, wherein a curve for a control parameter for controlling the vehicle can be constructed more accurately later. This is due in particular to the fact that more support points are set to construct the curve for the control parameter.

[0030] In an advantageous embodiment, the setting unit is designed to set a first support point at a starting position of the discrete representation and to set a further support point at an end position of the discrete representation. The starting position of the discrete representation corresponds to the current vehicle position. By setting the support point at the starting position corresponding to the current vehicle position and at the end position corresponding to the end of the lane segment ahead of the vehicle, it is technically simple to ensure that the control parameters are established for the relevant area.

[0031] In an advantageous embodiment, the setting unit is configured to set a support point at each control distance at which a feature relevant to the control of the vehicle includes a change in the speed limit. Support points can also be set at control distances at which the feature includes a static traffic element, preferably a traffic light, a traffic sign, a crossroads and / or an object ahead. Support points can also be set at control distances at which the feature includes a pedestrian crossing, a tunnel, an underpass and / or a stop. By setting more support points at the above-mentioned positions, it is technically simple to ensure that information relevant to control and road safety is taken into account when constructing or modeling the curve of the control parameters of the preferably autonomously driven vehicle. The safety of road traffic is improved.

[0032] In another advantageous design, the setting unit is configured to determine a predefined maximum cornering speed. In addition, the setting unit is configured to obtain support points whose maximum cornering speed due to the curvature of the curve is less than the maximum speed allowed due to traffic regulations from a set of support points in the discrete representation. Further supplemented, the setting unit is configured to discard all support points in the set of support points except the support point with the smallest maximum cornering speed. Preferably, the maximum cornering speed is predefined by a limitation based on the maximum lateral acceleration in the turn. In this case, other information such as weather and / or lane covering can also be taken into account. Through the construction of the above-mentioned setting unit, it is technically simple to ensure that a safe cornering speed is observed when modeling a curve for controlling at least one control parameter of a preferably autonomously driven vehicle. In this case, it is also advantageous that the number of required support points is kept small.

[0033] In a further advantageous embodiment, the setting unit is designed to perform a further run to set the support points and to set further support points and / or discard support points based on a predefined second number of support points. This makes it technically simple to ensure that a predetermined discrete number of support points is set in the discrete representation. This makes it possible, in particular, to quickly and reliably establish at least one control parameter relevant for controlling the vehicle. In addition, the discrete representation can be improved in the second run of setting.

[0034] In another advantageous design, the setting unit is configured to know the slope and elevation at each support point of the first number of support points. The setting unit is configured to check each support point of the first number of support points step by step in ascending order. In addition, the setting unit is configured to store the slope and elevation at the support point when a support point of the second number of support points has been set in the discrete representation. In addition, the setting unit is configured to set a support point of the second number of support points in the discrete representation and store the slope and elevation at the support point when the deviation between the last stored slope and the current slope at the support point of the first number of support points is greater than a predefined threshold or the deviation between the last stored elevation and the current elevation at the support point of the first number of support points is greater than another predefined threshold. As a result, with respect to the continuous curve of the characteristic, at least one control parameter required for controlling the autonomous vehicle can be constructed in a technically simple manner. In particular, it can be ensured that there is no transition in the discrete representation, especially greater than a predefined threshold. In this case, the control parameter curve can be constructed quickly and efficiently.

[0035] In another advantageous embodiment, the setting unit is configured to set the support points at a predefined maximum point spacing, which is preferably defined as a function of the distance of the support points from the vehicle. The setting unit is further configured to set a new support point at a midpoint between an existing first support point and a second support point or to set a new support point starting from the first support point at a predefined maximum point spacing. This ensures that the individual support points have sufficiently small spacings so that at least one control parameter can be optimally constructed based on the support points.

[0036] In another advantageous embodiment, the setting unit is configured to: when all the support points of the second number of support points are set, compare the distance between the support point currently to be set and the vehicle and the distance between the support point farthest from the vehicle and set the support point with the smaller distance from the vehicle from these two support points. This makes it technically simple and reliable to ensure that the predefined second number of support points is not exceeded. It can also be ensured that all the information required for modeling at least one control parameter is present in the discrete representation. Of course, the lane section represented by the discrete representation can become shorter.

[0037] In another advantageous embodiment, the setting unit is configured to set a further support point in the discrete representation before and / or after the control interval at which the feature related to controlling the vehicle includes a discrete event, when a further support point from the second number of support points can be assigned. In this way, it is technically simple to ensure that the predefined second number of support points is adhered to. By setting before or after the discrete event, the curve of at least one control parameter can be constructed more accurately. Preferably, the additional support point does not represent additional information. For example, a reduction in the maximum speed may occur, preferably indicated by a traffic sign. By providing at least one additional support point in the discrete representation before the deceleration, the optimizer can select the speed at this support point and thus construct the deceleration curve more accurately. In this way, in particular, safety and driving comfort can be improved, because the control parameter (for example, the speed in the present example) does not undergo a sudden change.

[0038] The control parameters that may be used to control the vehicle may include, in particular, the steering angle, the speed and / or the acceleration. In addition, the battery charge state may be considered, in particular for hybrid vehicles and / or purely electric vehicles. In addition, the control parameters may also include the gear stage of the vehicle transmission.

[0039] The discrete representation is a digital model or digital image of the real lane segment in front of the vehicle. The support points in the discrete representation correspond to the control distances on the real lane segment. Additional parameters can be stored for the support points, such as the lane slope at the support point / control distance, the allowed and / or calculated speed, traffic regulations, etc. In this way, an image of the lane segment can be created, which preferably has all relevant information about the lane segment.

[0040] The optimizer determines a curve of control parameters for the vehicle function as a function of the support points and in accordance with a predetermined or identifiable optimization criterion. The optimization criterion may be, in particular, energy consumption, passenger comfort and safety. For example, a continuous control parameter curve may be determined as a function of the discrete support points by interpolation between the support points.

[0041] In particular, a vehicle function is an implementable control of the vehicle which is preferably performed as a function of control parameters. The vehicle function may, for example, include a steering angle, acceleration and / or braking. It goes without saying that the vehicle function may include a control loop for regulating a vehicle control based on the control parameters, wherein the control parameters preferably include variables such as speed, trajectory, etc.

[0042] Continuous events describe lane characteristics that change monotonically, such as the curvature of a curve or the slope of a lane. Discrete events describe lane characteristics that transition from one state to another, such as the maximum speed allowed or the switching of a traffic light. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] The present invention is described and explained in detail below with reference to several selected embodiments in conjunction with the accompanying drawings.

[0044] Figure 1 A schematic diagram showing a situation of a vehicle having a device according to the invention in road traffic;

[0045] Figure 2 A schematic diagram showing a device according to the present invention;

[0046] Figure 3 A flow chart schematically shows individual steps that can be performed with the aid of the device according to the invention;

[0047] Figure 4 A schematic diagram showing a method for setting or discarding support points;

[0048] Figure 5 A schematic diagram showing a method for setting support points;

[0049] Figure 6 A schematic diagram showing a system according to the present invention; and

[0050] Figure 7 A schematic diagram showing the individual steps of the method according to the invention. DETAILED DESCRIPTION

[0051] Figure 1 A system 10 for determining a discrete representation of a lane segment ahead of a vehicle 12 is schematically shown. The system 10 detects the lane segment ahead of the vehicle 12 by means of a sensor 14. The system 10 comprises a device 16 for determining a discrete representation of a lane segment ahead of the vehicle 12 and the sensor 14. In the illustrated embodiment, the device 16 and the sensor 14 are integrated into the vehicle 12. It is of course also conceivable that the device 16 and / or the sensor 14 are implemented independently.

[0052] like Figure 1 As shown, different objects 18 can be detected, for example other traffic participants, in particular vehicles, or static objects such as trees, houses, traffic signs, traffic lights, etc. The sensor 14 can be, in particular, a radar sensor or a lidar sensor and / or a camera.

[0053] The basic idea of ​​the method according to the invention is to create a discrete representation of the lane segment ahead of the vehicle 12 based on the sensor data. For this purpose, for example, automatic sign recognition and traffic sign recognition can be performed. The lane course can also be determined. In particular, parameters given in absolute and / or relative scales can be recorded in the sensor data. Furthermore, the parameters can be multidimensional.

[0054] The setting unit of the device 16 can determine the control distance from the sensor data, at which at least one characteristic of the lane section in front of the vehicle 12, which is relevant for controlling the vehicle 12, changes, and set the support point in the discrete representation based on the control distance. It goes without saying that the sensor 14 can be designed to preprocess the sensor data. In particular, it can be provided that the sensor has already established a discrete representation, wherein, for example, the support points are provided at equal discrete distances.

[0055] With the aid of the system 10, a discrete representation with a predefined fixed number of support points can be created. This allows the optimizer to construct a control parameter curve for controlling at least one vehicle function in an improved manner. In particular, a substantially uniform curve can be constructed, i.e. without abrupt changes. This improves driving comfort and enables energy-saving driving, since in particular unnecessarily rapid and energy-saving acceleration processes can be avoided.

[0056] Figure 2 Schematically shows a device 16 according to the present invention. The device 16 receives sensor data 20 of the sensor 14 and comprises an input interface 22, a setting unit 24 and an output interface 26. The device 16 according to the present invention can be integrated into a vehicle controller or configured as part of a driving assistance system or implemented as an independent module. It is possible that the device 16 according to the present invention is partially or completely implemented in software and / or hardware. The different units and interfaces can be configured individually or in combination as a processor, a processor module or software for a processor.

[0057] Sensor data 20 of the sensor 14 are received via the input interface 22. In particular, data from a radar sensor or a lidar sensor and / or a camera can be received. For example, the input interface 22 can be connected to a vehicle bus system in order to receive the sensor data. It is also conceivable that the input interface 22 can receive map data provided by an onboard computer and / or by means of an external system. The map data can include, in particular, information about curves, slopes, speed limits, environmental zones, tunnels and / or parking areas.

[0058] In the setting unit 24, a control distance is determined based on the sensor data 20, at which control distance at which at least one characteristic of the lane section in front of the vehicle 12 that is relevant to controlling the vehicle 12 changes. Such characteristics can be, for example, the slope, the radius of the curve, the traffic rules and / or the object 18 on the lane section in front of the vehicle 12. The setting unit 24 can set a support point in a discrete representation of the lane section in front of the vehicle 12, wherein the support point corresponds to the control distance. The setting unit 24 is also configured to: set a smaller number of support points of a predefined second number n2 based on a predefined first number n1 of support points. This can be done in the first round of setting. It goes without saying that the setting unit 24 can also be configured to run multiple rounds to set the predefined second number n2 of support points. "Run" is preferably understood as a step-by-step scanning and analysis of each support point.

[0059] When the setting unit 24 has set the predefined second number n2 of support points, the discrete representation 30 is output to the optimizer via the output interface 26. The discrete representation 30 can be output to the optimizer via the vehicle bus system. The vehicle controller is preferably also connected to the bus system. The optimizer is configured to determine a curve of at least one control parameter for controlling the vehicle function based on the second number n2 of support points. The optimizer can output the curve of at least one control parameter in the form of a control command to the vehicle controller of the vehicle 12 via the vehicle bus system, wherein the vehicle controller controls the vehicle function according to the control command.

[0060] Figure 3 Schematically, the individual steps of a flow chart for a possible setting of a predefined second number n2 of supporting points by means of the setting unit 24 are shown.

[0061] In step A, for example, a support point is set at the starting position, ie, the current position of the vehicle 12. In addition, another support point is set at the end of the observed lane section in front of the vehicle 12.

[0062] Speed ​​limits are taken into account in step B, wherein the setting unit 24 sets a support point at each location where the speed limit changes. Changed speed limits can be detected, for example, by automatic sign recognition. It is also conceivable that map data with stored maximum permissible speeds is stored and that the setting unit determines the speed limit by comparing the current vehicle position with the stored map data.

[0063] In step C, a support point is set for each static traffic element that must be visible for optimizing the control parameters. For example, the support points are set at the locations of traffic lights, intersections, pedestrian crossings, tunnels, underpasses and / or parking stops.

[0064] In step D, objects 18 ahead, preferably motor vehicles, cyclists and / or other road users, are taken into account and a support point is provided at each control distance at which an object 18 ahead is located.

[0065] In step E, the maximum curve speed in the lane section ahead of the vehicle 12 is taken into account. The maximum curve speed results, for example, from a restriction on the maximum permissible lateral acceleration. In this step, point regions of the discrete representation 30 are analyzed. The size of these point regions preferably depends on the distance from the vehicle 12. In particular, nearby regions include fewer partial sections than more distant regions. Support points are known in an area where the maximum speed due to the curvature of the curve is lower than the maximum permissible speed due to traffic regulations. If such a support point is not found, no support point is set in the discrete representation 30. If a support point with such a feature is known, it is set in the discrete representation 30. If multiple support points have this feature, the support point whose maximum permissible curve speed is the smallest is set. All other support points are preferably discarded.

[0066] In step F, the elevation distribution of the lane segment (road segment) in front of the vehicle 12 is taken into account. In this case, for each support point in the discrete representation 30, the slope and elevation at the support point are taken into account. The elevation can be determined, for example, relative to the current elevation of the vehicle 12. Each support point is preferably run in ascending order (i.e. with increasing distance from the vehicle 12), wherein the following logic is mapped. If a point has been set in the discrete representation 30, the slope and elevation at the point are stored. If no support point is set, and when the deviation between the last stored slope and the slope at the current support point to be checked is greater than a first threshold, or when the deviation between the last stored elevation and the elevation at the current support point to be checked is greater than a second predefined threshold, a support point is set in the discrete representation 30 and the slope and elevation at the set support point are stored. In all other cases, no new support point is set in the discrete representation 30. In other words, in this step, it is ensured that the slope change or elevation change in the lane segment observed in front of the vehicle 12 is taken into account and there are enough support points in the discrete representation 30. Additionally, if there are not enough support points in the discrete representation 30 , at least one new support point is set in the discrete representation 30 .

[0067] In step G, it is ensured that the maximum permissible support point spacing is not exceeded. In this case, the maximum permissible support point spacing is preferably defined in a manner that depends on the distance of the support point to be set relative to the vehicle 12. For example, it can be provided that in an area of ​​up to 100 meters in front of the vehicle 12, a new support point must be present at least after 10 meters. In addition, it can be provided, for example, that in the case of a spacing relative to the vehicle 12 of >100 meters, a new support point must be present at least after 50 meters. If the requirements defined above have not yet been met, new support points are inserted between the support points already present in the discrete representation 30. If necessary, this insertion can be performed multiple times until the criteria defined above are met. The point spacing generated by this method is between half the maximum point spacing and the maximum point spacing.

[0068] It goes without saying that a new support point does not necessarily have to be inserted at the midpoint between two existing support points, but a further support point can be set starting from the first support point at the maximum point spacing. It follows that the point spacing is greater closer to the vehicle than closer to the end of the lane section observed in front of the vehicle 12.

[0069] If, after carrying out step G, further supporting points of the predefined second number n2 of supporting points can still be assigned, these further supporting points are preferably inserted between the two points with the largest point distance.

[0070] Subsequently, in step H, a curve of at least one parameter relevant to vehicle control is calculated based on the previously set support points. Such parameters may be, for example, speed, acceleration, steering angle, etc. These values ​​are preferably stored together with the corresponding support points so that the optimizer can interpolate between these values ​​in order to create control instructions for the vehicle controller, which control instructions implement the control parameter curve via the vehicle controller.

[0071] When the above routine is run, it may happen that all support points of the reduced predefined second number n2 of support points have been assigned. In this case, at the support point currently to be set, it is checked whether the support point to be set is located before or after the support point that is farthest from the vehicle 12. If the support point currently to be set is located before the farthest point, the farthest point is covered. If the support point currently to be set is located after the farthest point, the support point currently to be set is discarded. As a result, the lane section observed in front of the vehicle 12 shown by the discrete representation 30 is shortened.

[0072] If it is still possible that a point from the predefined reduced second number n2 of support points should be assigned, steps B, C and D can be extended as follows. Not only can a support point be set at the place of the observed event, but one or more support points can also be set before or after it. Preferably, the additional points do not represent additional information. These additional support points serve as support positions for the optimizer, which can better construct the control parameter curve through the additional support points. An example for this is the reduction of the maximum permissible speed, for example in the case of traffic signs. By providing additional support points in the discrete representation 30 before deceleration, the optimizer can select the speed at this point and thus construct the deceleration curve more accurately.

[0073] Figure 4 Schematically a line diagram 32 is shown in FIG. This line diagram shows a curve of a known vehicle speed 34 and a curve of a permissible speed 36. The speed is plotted on a Y-axis 38 and the distance is plotted on an X-axis 40. Consider the curves of the vehicle speed 34 and the permissible speed 36 in a partial section 42 indicated by curly brackets. The curve of the vehicle speed 34 is modeled based on a first support point 44 and a second support point 46. For example, the line diagram can represent a curve of a cornering speed.

[0074] The first point 44 is determined based on the maximum drivable cornering speed and has a speed higher than the permitted speed 36. This can be seen from the line graph, that the point 44 is located above the curve of the permitted speed 36. Therefore, driving at the speed represented by the point 44 does not comply with traffic regulations. Therefore, in the observed partial section 42, the support point 44 is discarded from the two support points 44 and 46. The support point 46 also represents the known cornering speed, wherein the cornering speed known from the support point 46 is lower than the permitted maximum speed 36. Therefore, the support point 46 is retained.

[0075] It goes without saying that the points 44 and 46 are selected only as an example. In particular, there may be a plurality of points for modeling the curve of the speed 34. However, for the sake of clarity, only two points are shown in this example. Thus, the point 46 represents the lowest vehicle speed 34 within the permissible speed range 36.

[0076] exist Figure 5 Another line diagram 48 is shown in FIG. Figure 4As shown, the speed is plotted on the Y-axis 38 and the distance is plotted on the X-axis 40. The setting of additional support points is illustrated in the line diagram 48. For this purpose, the maximum point spacing 50 is indicated by curly brackets. The spacing between the first support point 44 and the second support point 46 is greater than the maximum allowed point spacing 50. Therefore, another support point should be set between these two support points 44, 46. This can be done by setting another support point 51a, which is set at the maximum point spacing 50 relative to the first support point 44. It goes without saying that another support point 51b can also be set at the midpoint between the two support points 44, 46.

[0077] Figure 6 Schematically shows a system 10 according to the invention in a motor vehicle 12. The system 10 according to the invention comprises a sensor 14, a device 16 according to the invention, an optimizer 52 and a vehicle controller 54. The individual components of the system 10 are connected to one another, wherein wireless and wired connections can preferably be provided via a bus system of the vehicle 12.

[0078] As described above, the device 16 receives the sensor data of the sensor 14 and processes it in order to create a discrete representation 30 with a predefined second number n2 of support points. The discrete representation 30 is transmitted to the optimizer 52, which constructs a curve of control parameters for at least one vehicle function of the vehicle 12 according to the support points and generates control instructions corresponding to the curve and transmits them to the vehicle controller 54. The vehicle controller 54 then controls at least one vehicle function according to the control instructions of the optimizer 52.

[0079] exist Figure 7 Schematically illustrated are the individual steps of the method according to the invention for determining a discrete representation 30 of a lane segment in front of a vehicle 12. In step S10, sensor data 20 with information of a lane segment in front of the vehicle 12 are received from a sensor 14. In step S12, a control distance is determined based on the sensor data, at which a characteristic of the lane segment in front of the vehicle 12 that is relevant for controlling the vehicle changes. In step S14, support points corresponding to the control distance are set in the discrete representation 30 of the lane segment. Here, the support points are set based on a predefined first number n1 of support points and a smaller predefined second number n2 of support points. In step S16, the smaller predefined second number n2 of support points is output to an optimizer 52, wherein the optimizer 52 determines a curve for at least one control parameter for controlling a vehicle function based on the second number n2 of support points.

[0080] The present invention has been fully described and illustrated above in conjunction with the drawings and specification. The description and illustration should be understood as illustrative and not restrictive. The present invention is not limited to the disclosed embodiments. Other embodiments or variations will be readily apparent to those skilled in the art upon utilizing the present invention and analyzing the drawings, disclosure, and appended claims in detail.

[0081] In the claims, the words "comprising" and "having" do not exclude the presence of other elements or steps. The indefinite article "a" does not exclude the presence of a plurality. A single element or a single unit may implement the functions of a plurality of units mentioned in the claims. Elements, units, interfaces, devices and systems may be implemented partially or completely in hardware and / or in software. The mention of only a few measures in a plurality of different dependent claims should not be understood as meaning that a combination of these measures cannot be used with equal advantage. The computer program may be stored / distributed on a non-volatile data carrier, such as an optical memory or a solid-state drive (SSD). The computer program may be distributed in conjunction with and / or as part of the hardware, for example via the Internet or via a wired or wireless communication system. The reference numerals in the claims should not be understood as restrictive.

[0082] Reference numerals

[0083] 10 System

[0084] 12 Vehicles

[0085] 14 Sensors

[0086] 16 Installation

[0087] 18 Objects

[0088] 20 Sensor Data

[0089] 22 Input Interface

[0090] 24 Setting Unit

[0091] 26 Output Interface

[0092] 30 Discrete Representation

[0093] 32 Line Chart

[0094] 34 Speed

[0095] 36 Curve of permissible speed

[0096] 38 Y-axis

[0097] 40 X-axis

[0098] 42 Partial section

[0099] 44 First support point

[0100] 46 Second support point

[0101] 48 Another Line Chart

[0102] 50 Maximum point spacing

[0103] 52 Optimizer

[0104] 54 Vehicle Controller

[0105] Steps in the A to H flow chart

[0106] S10-S16 Method steps according to the method of the present invention

[0107] n1 first quantity

[0108] n2 Second quantity

Claims

1. A device (16) for determining a discrete representation (30) of a lane segment ahead of a vehicle (12), wherein: The discrete representation (30) is a digital model or a digital image of a real lane segment in front of the vehicle, wherein the device (16) comprises: An input interface (22) for receiving sensor data (20) from a sensor (14) containing information about a lane segment ahead of the vehicle; a setting unit (24) for determining a control distance based on the sensor data and for setting support points corresponding to the control distance in a discrete representation of a lane section, wherein a feature of the lane section ahead of the vehicle that is relevant to the control vehicle changes at the control distance, wherein the setting unit is configured to set a smaller number of support points, a predefined second number (n2), based on a predefined first number (n1); and an output interface (26) for outputting the fewer predefined second number (n2) of support points to an optimizer (52) in order to determine a curve for at least one control parameter for controlling a vehicle function based on the second number (n2) of support points, The invention is characterized in that the setting unit (24) is designed to set supporting points closer to the vehicle (12) in the discrete representation (30) at a smaller point spacing than supporting points further away.

2. The device (16) according to claim 1, wherein: The setting unit (24) is configured to: For a control interval where the characteristic associated with controlling the vehicle (12) includes a discrete event, setting a support point in the discrete representation (30); and / or For a plurality of the features associated with controlling the vehicle (12) including control intervals of continuous events, a plurality of support points are arranged in the discrete representation (30) at a predefined maximum point interval (50).

3. The device (16) according to claim 1, wherein: The input interface (22) is designed to receive map data from an onboard computer and / or an external system, wherein the map data includes information about curves, gradients, speed limits, environmental zones, tunnels and / or parking lots on a road section.

4. The device (16) according to any one of claims 1 to 3, wherein: The setting unit (24) is configured to set a first support point at a starting position of the discrete representation (30) and to set another support point at an ending position of the discrete representation (30).

5. The device (16) according to any one of claims 1 to 3, wherein: The setting unit (24) is configured to be used for each of the features related to controlling the vehicle (12) including: changes in speed limits; Static traffic elements; The object ahead (18); and / or Support points are provided at controlled intervals at pedestrian crossings, tunnels, underpasses and / or stops.

6. The device (16) according to any one of claims 1 to 3, wherein: The setting unit (24) is configured to: determining a predefined maximum cornering speed; Obtaining support points whose maximum cornering speed due to the curvature of the curve is less than the maximum permissible speed due to traffic regulations from a set of support points of the discrete representation (30); as well as All support points in the set of support points except the support point whose maximum cornering speed is the smallest are discarded.

7. The device (16) according to any one of claims 1 to 3, wherein: The setting unit (24) is configured to perform another round of operation to set support points and to set additional support points and / or discard support points based on the second number (n2) of support points.

8. The device (16) according to any one of claims 1 to 3, wherein: The setting unit (24) is configured to: For each support point of the first number (n1) of support points, the slope and elevation at the support point are known; stepwise checking each of the first number (n1) of supporting points in ascending order; When a support point of the second number (n2) of support points has been set in the discrete representation (30), storing the slope and the elevation at the support point; as well as When the deviation between the last stored slope and the current slope at a support point among the first number (n1) of support points is greater than a predefined threshold or the deviation between the last stored elevation and the current elevation at a support point among the first number (n1) of support points is greater than another predefined threshold, a support point among the second number (n2) of support points is set in the discrete representation and the slope and elevation at the support point are stored.

9. The device (16) according to any one of claims 1 to 3, wherein: The setting unit (24) is configured to: arranging support points at a predefined maximum point spacing (50); and Between the existing first supporting point and the second supporting point, a new supporting point is arranged at a midpoint between the first supporting point and the second supporting point or a new supporting point is arranged starting from the first supporting point at a predefined maximum point spacing.

10. The device (16) according to any one of claims 1 to 3, wherein: The setting unit (24) is configured to compare the distance between the support point currently to be set and the vehicle (12) and the distance between the support point farthest from the vehicle and to set a support point having a smaller distance from the vehicle from among the two support points when all support points of the second number (n2) of support points are set.

11. The device (16) according to any one of claims 1 to 3, wherein: The setting unit (24) is configured to set another supporting point in the discrete representation (30) before and / or after the control interval in which the feature related to controlling the vehicle (12) includes a discrete event, when an additional supporting point of the second number (n2) of supporting points can be set.

12. The device (16) according to claim 5, wherein: The static traffic elements are traffic lights, traffic signs and / or intersections.

13. The device (16) according to claim 9, wherein: The predefined maximum point distance (50) is defined as a function of the distance of the support point from the vehicle (12).

14. A system (10) for determining a discrete representation (30) of a lane segment ahead of a vehicle (12), wherein: The discrete representation (30) is a digital model or a digital image of a real lane segment in front of the vehicle, wherein the system (10) comprises: A sensor (14) for generating sensor data (20) with lane segment information in front of the vehicle; The device (16) according to any one of claims 1 to 13; an optimizer (52) for determining a curve of at least one control parameter for controlling a vehicle function based on the supporting points in the discrete representation; and A vehicle controller (54) is configured to control at least one vehicle function based on the control parameter profile determined by the optimizer.

15. A method for determining a discrete representation (30) of a lane segment ahead of a vehicle (12), wherein: The discrete representation (30) is a digital model or a digital image of the real lane segment in front of the vehicle, wherein the method comprises the following steps: Receiving (S10) sensor data (20) from a sensor (14) with lane segment information ahead of the vehicle; Based on the sensor data, a control distance is determined (S12), at which a characteristic of a lane section ahead of the vehicle related to the control vehicle changes; Setting (S14) support points corresponding to the control distance in a discrete representation of the lane segment, wherein the support points are set based on a predefined first number (n1) of support points and a smaller predefined second number (n2) of support points; and outputting (S16) said fewer predefined second number (n2) of support points to an optimizer (52) for determining a curve of at least one control parameter for controlling a vehicle function based on said second number (n2) of support points, The invention is characterized in that support points which are closer to the vehicle (12) in the discrete representation (30) are arranged with a smaller point spacing than support points which are further away. 16 . A computer program product having a program code for executing the steps of the method according to claim 15 when the program code is run on a computer.

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