Method for controlling a lane-keeping assistance system and assistance device and motor vehicle

Abstract

The invention relates to a method (13) and an assistance device (6) for controlling a lane-keeping assistance system of a motor vehicle (4) and a corresponding motor vehicle (4). In the method (13), group data (14) of a drivable path (11) and driving data (15) characterizing the behavior of the motor vehicle (4) and / or the driver are acquired. It is determined by means of the driving data (15) whether an active driving style is currently present. The group data (14) are used to determine a deviation of a current trajectory (9) of the motor vehicle (4) from the drivable path (11). When the deviation is less than a predefined maximum deviation and / or an active driving style is recognized, an intervention of the lane-keeping assistance system is completely suppressed without switching off the lane-keeping assistance system.

Description

Technical Field

[0001] This invention relates to a method and auxiliary device for controlling a lane-keeping assist system for a motor vehicle. Additionally, this invention relates to a corresponding motor vehicle. Background Technology

[0002] Various driver assistance systems can achieve, for example, improved user comfort and enhanced safety in the operation of motor vehicles. Thus, lane-keeping assist devices, mass-produced in modern motor vehicles, can prevent lane departure in many situations. To achieve this efficiently, such lane-keeping assist devices must intervene relatively early, i.e., clearly before a situation posed an actual or potential hazard. However, this may lead to unnecessary or undesirable intervention. Therefore, there is a need for further improvements.

[0003] As one approach, DE 10 2015 222 963 A1 describes a driving style evaluation device. Therefore, the value of the estimated quality representative parameter should be determined based on comparisons between acquired and estimated values ​​of multiple driving behavior representative parameters (which represent the driving behavior of the vehicle's driver). Depending on this, the driver's actual driving style can be determined and output to a driving assistance device. Alternatively, the value of the estimated quality representative parameter can be output to the driving assistance device. Therefore, a driving behavior estimation device that can be matched to the driver's actual driving style should be provided.

[0004] As an alternative approach, DE 10 2016 117 136 A1 describes a method for determining the driving behavior of a motor vehicle driver. Here, features characterizing the driver's individual driving behavior in operation are associated with two pre-determined driving profiles. One of these pre-determined driver profiles is then selected using the association of features. Therefore, the driving behavior of a motor vehicle driver should be determined more simply and reliably.

[0005] Alternatively, DE 10 2017 202 615 A1 describes a method for lane departure warning for a vehicle driver. Here, driver activity and / or driving state are acquired, and the driver is warned visually during and / or before lane departure. The intensity of the warning depends on the acquired driver activity and / or acquired driving state and / or past lane departure warnings implemented within a defined time period. Therefore, it should be achieved that the driver is adequately warned in any appropriate situation, yet simultaneously not restrained or disturbed. Summary of the Invention

[0006] The purpose of this invention is to enable a particularly user-friendly implementation of lane keeping assist.

[0007] According to the present invention, this objective is achieved through the object of the present technical solution. Possible designs and improvements of the present invention are disclosed in the present technical solution, in the specification, and in the accompanying drawings.

[0008] The method according to the invention can be used to control the lane keeping assist system of a motor vehicle or for operating a motor vehicle equipped with such a lane keeping assist system. In other words, the method can therefore be applied, for example, during the operation of the corresponding motor vehicle or while driving, when its lane keeping assist system is activated. The method can be applied or performed while driving through a corresponding road segment or for the purpose of driving through a corresponding road segment. During a longer driving period, the method can be repeated multiple times or performed continuously.

[0009] In one method step according to the invention, swarm data (Schwarmdaten) is automatically acquired, collected from at least one previous passage of a swarm of vehicles on a corresponding road segment. The swarm data explicitly or implicitly describes a drivable path through the corresponding road segment. This drivable path is also referred to as a swarm path and may correspond to the path taken by at least one swarm of vehicles through the corresponding road segment, i.e., the trajectory along the corresponding road segment. Similarly, drivable paths may be synthesized, i.e., determined or generated, for example, by segmental combination of multiple trajectory portions and / or by averaging multiple paths of swarm vehicles or multiple swarms of vehicles. Driving paths may be implicitly specified, for example, when the swarm data includes data or information from which drivable paths can be explicitly defined or determined.

[0010] The at least one vehicle in the group can be an external vehicle different from the motor vehicle itself. Similarly, the motor vehicle itself can act as a group vehicle, for example, when it has passed through the corresponding road segment at least once at a previous time and at least a portion of the group data is collected. In particular, group data can be collected or collected by a convoy, i.e., a large group of vehicles.

[0011] Group data can currently be understood as data collected by multiple vehicles in a group (e.g., more than two, more than ten, or more than 100 vehicles) over a period of several days (e.g., at least two days, at least ten days, at least 30 days, or at least 365 days) or during multiple trips along a corresponding road segment. These vehicles may act independently of each other, yet they may be collectively referred to as a convoy or group. This group data may be or include environmental data collected by means of the respective vehicles' own environmental sensors. Such environmental data may be, for example, camera data, radar data, lidar data, and / or the like or derived therefrom. Similarly, group data may be, for example, vehicle data, telemetry data, and / or location data of the respective vehicles in the group. The data acquired respectively by the vehicles in the convoy or group can be generally, i.e., collectively, referred to as group data and accordingly, and / or stored together, for example, in a central database or server device. The common characteristics of a group of vehicles may include that they travel the same road segments, which can be determined using location or positional data from the group data. Within the group data, corresponding data may exist for a large number of vehicles traveling along the route. Group vehicles can determine environmental data regarding shared, predetermined characteristics of their surroundings. The group data may be stored, for example, external to the vehicles, on server devices, such as backends, cloud servers, data centers, or similar locations.

[0012] In a further step of the method according to the invention, driving data characterizing the behavior of the motor vehicle and / or its driver is automatically acquired. This driving data is then evaluated, by means of at least one pre-given criterion, to determine whether an active driving style exists. Such an active driving style may be one in which, for example, it can be assumed, that the driver pays attention to vehicle guidance and its surroundings and anticipates and does not expect intervention from the lane-keeping assist system. In the case of such an active driving style, deviations from the center of the corresponding lane, relatively steep approach to the lane boundary, or at least partial crossing of lane markings or longitudinal markings of the corresponding road segment may be intentionally and deliberately achieved, for example, not due to driver negligence. In particular, an active driving style in this sense may be a dynamic driving style and / or exists when the motor vehicle is actively steered by the driver to avoid obstacles, and / or guided away from the center of the lane to avoid lane irregularities (e.g., ruts or undulations). Here, the identification or evaluation of the corresponding current or momentary driving style can then be performed.

[0013] In a further step of the method according to the invention, the current trajectory of the motor vehicle and its deviation from the drivable path described or determined by the group data are determined. The current trajectory may be accumulated in the context of the corresponding current travel or passing through the corresponding road segment, or similarly, in the context of the motor vehicle traveling on the corresponding road segment. The current trajectory may, for example, describe or include the path of the motor vehicle up to the corresponding current position of the motor vehicle and / or, for example, extrapolate from the corresponding current position of the motor vehicle to the future, i.e., include the corresponding extrapolated or anticipated portion. Here, the deviation may particularly describe the corresponding spacing transverse to the corresponding local travel direction or longitudinal direction. Similarly, for the deviation, for example, the angle between the corresponding current trajectory and the drivable path in the plane of the corresponding travel lane surface or the corresponding travel ground may be used, evaluated, or taken into account.

[0014] When the determined deviation is less than a pre-given maximum deviation and / or the presence of an active driving mode is identified, at least one intervention of the lane keeping assist system is completely suppressed without deactivating the lane keeping assist system. In other words, the lane keeping assist system remains on or activated so that it can automatically, especially at least with minimal delay, intervene at a later time, such as after passing the corresponding road segment, when the active driving mode no longer exists or is identified or reaches or exceeds the pre-given maximum deviation, and especially in this regard, it does not first need to be activated or reactivated by the driver, for example.

[0015] Intervention of the lane keeping assist system, or suppression of possible intervention, may be implemented, for example, accordingly for the relevant road segment. Subsequently, the suppression may be automatically terminated or cancelled, or, however, extended, when the mentioned conditions are met again or continue to be met. Intervention of the lane keeping assist system that may be suppressed here may, for example, be or include the output of warning prompts, automatic intervention in the lateral and / or longitudinal guidance of the vehicle, and / or similar actions.

[0016] This invention is based on the knowledge that there exist driving situations in which a driver intentionally and deliberately engages in driving that would typically lead to lane-keeping assist intervention, yet is safe, and in which the driver does not actually expect lane-keeping assist intervention. This could be, for example, in the case of sporty shortcuts. Similarly, the corresponding driving situation could exist, for example, when it is more comfortable on the corresponding road segment, for example, not driving in the middle of the corresponding lane, for example due to ruts or to avoid or avoid potholes, cobblestone roads, dented tram tracks, and / or the like. All of these can be classified as active driving modes in the sense of this invention. The corresponding actual situation or behavior can be reflected in the intentional and matched displacement of the vehicle trajectory and / or the drivable path (e.g., relative to the middle of the corresponding lane) determined by swarm data. By making it possible to selectively suppress the corresponding match of lane-keeping assist intervention to such driving situations through this invention, the desired improvement of the actual driver can be achieved, namely, the improved driving or use comfort of the corresponding vehicle and, possibly, the improved acceptability of lane-keeping assist intervention in other driving situations.

[0017] In one possible design of the invention, the maximum deviation between the vehicle trajectory and the group path is predetermined as an interval, as a threshold for the area integral between the vehicle trajectory and the drivable path based on the group data, and / or as a threshold for the correlation coefficient between the direction of the vehicle trajectory and the drivable path. The area integral can, for example, determine the predetermined length along the trajectory and the drivable path for the accompanying path window. The maximum deviation as a fixed interval value makes particularly simple and rapid evaluation possible. The maximum deviation as an area integral makes it possible to consider, for example, deviations of the transformation or system directly below the fixed predetermined interval value, while still indicating that the lane-keeping assist system intervention is correct. Simultaneously, unnecessary intervention in cases of relatively large deviations that are only point-by-point or temporary can be avoided. The predetermined maximum deviation as a correction coefficient can, for example, take into account the accuracy of the acquisition or measurement of the corresponding location and, for example, the driver's personal preference. For example, the vehicle trajectory may extend offset but parallel to the drivable path. Although nominally there may be deviation (due to the parallelism, i.e., the same direction, of the trajectory and the drivable path), intervention by the lane-keeping assist system is unnecessary. Therefore, the current design of the present invention makes flexible and demand-based implementation of the invention possible.

[0018] In another possible design of the invention, the intervention of the lane keeping assist system is correspondingly suppressed for a predetermined time period. In other words, suppression can be initiated or set for the predetermined time period when the conditions for suppression are met. This avoids, for example, frequent activation and disabling of suppression during that time period. This avoids corresponding switching or data processing costs, as well as corresponding driver stimulation or distraction, or corresponding uneasy driving behavior of the vehicle. After the end of the corresponding time period, the suppression of the lane keeping assist system intervention can then be disabled again, i.e., canceled, at least when or only when the conditions for suppressing the lane keeping assist system intervention are met. The corresponding checks of the conditions can be performed, for example, at the end of the corresponding time period, after the end of the corresponding time period, or during the corresponding time period. The predetermined time period can be, for example, several seconds, e.g., between two and ten seconds. Similarly, other lengths of the predetermined time period are possible, for example, depending on the application, surrounding environmental conditions, road type, traffic conditions, vehicle speed, determined driving ability and / or determined driver attention and / or the like.

[0019] In another possible design of the invention, the intervention of the lane keeping assist system is correspondingly suppressed for a predetermined travel segment of the vehicle. This travel segment may, for example, be provided or measured from the current position of the vehicle at the start of suppression or when the conditions for suppressing the intervention are met. In other words, the suppression of the intervention can then be kept active for such a long period that the vehicle returns after passing the corresponding travel segment. The predetermined travel segment may correspond to, but may also differ from, the corresponding road segment. The design proposed herein suggests that a given driving style or deviation from a drivable path or lane is often associated with a given driving operation or a given characteristic of the driving route, i.e., caused by the driver specifically for the purpose of passing the corresponding road segment or road feature (e.g., a curve or similar). Therefore, deviations, for example, caused at the start of a curve or present in the middle of a curve, are typically not abruptly corrected in the corresponding driving situation, but are typically normalized after the corresponding road segment or road feature has been passed. Here, the travel segment can be predetermined as a fixed distance or a fixed value, or dynamically, depending on factors such as surrounding environmental conditions, visibility, road type, vehicle speed, the driver's determined driving ability or determined attention, and / or similar factors. This allows for flexible or situation-adaptive implementation of the invention to achieve, for example, improved safety or further improved user comfort.

[0020] In another possible design of the invention, the time and / or spatial range of the lane keeping assist system intervention is dynamically predetermined and, correspondingly, dynamically matched during operation based on at least one predetermined parameter. This parameter may include, in particular, the current speed of the vehicle, the curvature of the road segment, and / or the distance relative to the next impending hazard point in the vehicle's direction of travel. Similarly, variables mentioned elsewhere may be used as parameters for matching the duration of the suppression. The time range of suppression in this sense may correspond to the duration of the suppression activation time, i.e., the time period. The spatial range may correspond to the travel segment on which suppression is active. Through the dynamic matching of the suppression range suggested herein, the method can automatically react to different situations or actual circumstances. Consistent safety can thus be achieved in correspondingly different situations. Therefore, for example, in cases of higher speeds, greater curvature, and / or smaller distances to the next hazard point, the range of suppression can be reduced. This can, for example, avoid the need for pre-emptive suppression intervention for initially unseen travel segments or in the area of ​​the hazard point.

[0021] In another possible embodiment of the invention, one or more pre-defined parameters, as part of the driving data used to identify the presence of an active driving mode, are automatically acquired and evaluated. These may include, for example, steering angle gradient, steering torque, lateral acceleration, longitudinal acceleration, the occurrence of lateral and / or longitudinal vibration, wheel and / or drive slippage, the intervention of the vehicle's electronic stability control, the driver's grip on the steering wheel, the driver's condition, and / or similar factors.

[0022] The occurrence of jitter and / or intervention by electronic stability control devices can be assessed by whether or not a corresponding jitter or intervention occurs and / or by its quantity, frequency and / or intensity.

[0023] Wheel or drive slippage can be determined, for example, by a drive slip control device (ASR) or an electronic stability control device (ESC).

[0024] The driver's grip on the steering wheel of a motor vehicle can be acquired or analyzed, for example, by at least one contact sensor or a capacitive sensor of the steering wheel or the like. This can, for example, assess whether the driver is gripping the steering wheel with one or both hands, what gripping surfaces or contact surfaces exist between the driver's hands and the steering wheel, the grip strength with which the driver is gripping the steering wheel, and / or similar factors.

[0025] To determine the driver's condition, such as their posture, gaze direction, attention, fatigue, blinking frequency, and / or the like, can be determined, for example by means of appropriate driver sensors, driver observation cameras, and / or the like.

[0026] This invention is based on the knowledge that the described parameters can form a reliable basis for automatic decision-making regarding the suppression of lane keeping assist system intervention. Through the acquisition and evaluation of one or more of the mentioned parameters, this invention can then be applied or implemented safely, reliably, and robustly.

[0027] In another possible design of the invention, when the deviation is less than a pre-given maximum deviation, it is automatically determined whether the current trajectory of the vehicle or its deviation from the group path will at least be expected, guided, or has been at least partially guided from the lane in which the vehicle is currently traveling or from the vehicle's current position into an adjacent lane, particularly for oncoming traffic. This can be determined, for example, by means of the spacing between relative lane medians, the angle relative to lane boundaries, the vehicle's maximum safe yaw rate depending on speed, the vehicle's steering angle, and / or the like. Here, the vehicle's current and / or future motion can be considered or evaluated. The vehicle's future motion can be simulated, modeled, or extrapolated, for example, by a pre-given algorithm or a pre-given model. Here, the lane keeping assist system's intervention is suppressed only when the deviation is less than the maximum deviation and the vehicle's current trajectory will at least not be expected to guide the vehicle into an adjacent lane. This applies at least in addition to at least one other condition, which is described in more detail elsewhere. With the design proposed herein, it can be considered that a complete or partial crossing of lane changes or lane boundaries or corresponding longitudinal markings may be associated with increased risk or potential hazard. This allows for improved safety during motor vehicle operation.

[0028] In one possible improvement of the invention, when the vehicle's current trajectory or its deviation from the group path is at least expected to guide or has at least partially guided the vehicle into an adjacent lane, detection of other traffic participants, particularly oncoming traffic, in that adjacent lane is automatically performed. Thus, even when no other traffic participants, particularly no oncoming traffic, are identified, intervention by the lane-keeping assist system is suppressed. In other words, suppression of lane-keeping assist intervention is also permitted when the vehicle has fully or partially entered or is expected to enter an adjacent lane, provided there is no or no risk of collision with other traffic participants. In such driving situations, for example on a well-visible surface road without other traffic participants, temporarily deviating from one's lane, depending on the width or condition of the road, may be safer and more efficient. This can be considered through the design proposed herein, thereby achieving further improved user comfort without significantly affecting safety. Detection of the corresponding other traffic participants can be achieved, for example, by means of the vehicle's ambient environment sensors, particularly cameras, radar devices, or lidar devices, and / or via an X2Car data connection, acquiring ambient environment data characterizing the vehicle's corresponding surrounding environment. The detection of other traffic participants, especially oncoming traffic, can then be performed based on or with the aid of this surrounding environmental data.

[0029] Another aspect of the invention is an auxiliary device for motor vehicles, comprising a processor device (i.e., a microchip, microprocessor, or microcontroller or the like) and a computer-readable data memory connected thereto. Here, the auxiliary device according to the invention is configured for particularly automated implementation of the method according to the invention. For this purpose, a corresponding operating program or computer program, for example encoding or implementing the method steps, measures, or processes or corresponding control instructions described in association with the method according to the invention, can be stored in the data memory. This operating program or computer program can be implemented by means of the processor device to facilitate the implementation of the corresponding method or to cause its implementation. The auxiliary device according to the invention can be implemented, for example, as a controller for a motor vehicle or as a component thereof. In particular, the auxiliary device according to the invention can be combined with or integrated with a lane-keeping assist system for a motor vehicle.

[0030] Another aspect of the invention is a motor vehicle having a lane-keeping assist system with an assist device according to the invention. The motor vehicle according to the invention may be, in particular, a motor vehicle mentioned in connection with the method according to the invention and / or with the assist device according to the invention. Accordingly, the motor vehicle according to the invention may have some or all of the characteristics and / or features mentioned in these contexts. For example, the motor vehicle according to the invention may have ambient environment sensing devices, data acquisition or communication devices for acquiring group data, one or more sensors for acquiring driver data (i.e., data or information about the motor vehicle and / or the driver of the motor vehicle), and / or similar devices. Attached Figure Description

[0031] Further features of the invention can be described and derived from the following drawings. The features and combinations thereof mentioned above in the specification, as well as the features and combinations thereof shown separately in the following description and / or drawings, can be used not only in the combinations described herein, but also in other combinations or individually, without departing from the scope of the invention.

[0032] in:

[0033] Figure 1 A schematic overview diagram illustrating a traffic scenario used to explain lane-keeping assist control is shown; and

[0034] Figure 2 A schematic flowchart showing an example of a method for controlling lane keeping assist is provided. Detailed Implementation

[0035] In modern vehicles, lane keeping assist can be used to prevent unintentional lane departure in many situations. However, there are also driving situations where the driver intentionally causes such a departure and does not expect lane keeping assist intervention. Therefore, Figure 1 This is a partial schematic overview of road 1 with lane 2 and adjacent lane 3. Currently, vehicle 4 is moving in lane 2.

[0036] Motor vehicle 4 is equipped with an ambient environment sensor 5 and an assistance system 6. The assistance system 6 is schematically represented herein as a processor 7 and a data storage device 8; however, it may also have multiple, for example, distributed devices and / or other or additional components. Currently, the assistance system 6 may be designed to control lane keeping assistance, as part of a lane keeping assistance system, and may then, for example, include the ambient environment sensor 5 and / or additional components, for example, for issuing warnings and / or for lateral and / or longitudinal guidance of motor vehicle 4.

[0037] The movement of vehicle 4 along lane 2 is shown here by the trajectory 9 of vehicle 4. In the forward direction of vehicle 4, there is currently an obstacle 10 to be avoided in lane 2. This obstacle 10 has been avoided by at least one group of vehicles in the past, and the corresponding group data 14 is collected here (see...). Figure 2 From this group data, a drivable path can be determined, which is shown here as group path 11. Group path 11 guides around obstacle 10 and, here also at least partially, into lane 3.

[0038] Group path 11 or the corresponding group data 14 can be collected, for example, in a server device 12 located outside the vehicle, which is also schematically shown here. From this server device, the group data 14 can then be accessed by the vehicle 4 or the auxiliary system 6.

[0039] To avoid obstacle 10, vehicle 4 must at least partially deviate from lane 2 and reach the adjacent lane 3. This can be specifically configured for oncoming traffic, thereby reacting to actual or at least impending deviation from lane 2 by conventional lane keeping assist, for example, through appropriate warnings or intervention in lateral guidance of the vehicle. However, in reality, the corresponding driving action here is desired and meaningful. Therefore, the corresponding intervention of the lane keeping assist system can be automatically suppressed.

[0040] Figure 2 A schematic flowchart 13 is shown as an example of a method that can be implemented by the auxiliary system 6 to handle such a situation.

[0041] In this process, group data 14 is acquired, for example, by being invoked by server device 12. In method step S1, trajectory 9 is compared with group data 14 or the group path 11 determined therefrom. If a deviation is found here, then in method step S2, the deviation is compared with a pre-given maximum deviation, i.e., a corresponding threshold.

[0042] Logically and / or temporally in parallel with this, driving data 15 is acquired. This driving data 15 may characterize the behavior of motor vehicle 4 and / or the driver of motor vehicle 4. In method step S3, it is determined, with the aid of the acquired driving data 15, whether an active or sporty driving style is currently present. For this purpose, the acquired driving data 15 may be evaluated based on corresponding pre-given feature curves or the like. Similarly, the assessment of whether an active or sporty driving style or active or sporty driving mode exists and whether lane-keeping assist system intervention is undesirable may be performed, for example, by a correspondingly trained machine learning device, such as a correspondingly trained artificial neural network or the like.

[0043] When an active or dynamic driving mode is identified in method step S3 and / or when it is determined in method step S2 that the deviation of trajectory 9 from group path 11 is less than a pre-given maximum deviation, the method continues in method step S4. Specifically, when the corresponding adjacent lane 3 is determined to be used for oncoming traffic, i.e., opposite directions of travel, method step S4 determines whether the deviation or distance between the current trajectory 9 and the center of the corresponding lane currently being traveled by vehicle 4, i.e., lane 2, causes or is expected to cause at least partial travel in the adjacent lane 3.

[0044] If this is the case, then in method step S5, detection of other traffic participants, especially oncoming traffic, in the corresponding adjacent lane 3 is performed.

[0045] If it is determined in method step S4 that there is no or no expectation of corresponding travel in adjacent lane 3 and / or in method step S5 that there is no risk of collision with other traffic participants in the case of corresponding travel in adjacent lane 3, then the method continues in method step S6.

[0046] In method step S6, the intervention of the lane keeping assist system of vehicle 4 is suppressed in a predetermined manner, for example, for a predetermined time period and / or a predetermined distance from the current position of vehicle 4. This can be achieved, for example, by issuing a corresponding control signal or performing a corresponding setting or switch via the assist system 6.

[0047] In the corresponding additional cases of the described inspection or inquiry, the necessary intervention of the lane keeping assist system of vehicle 4 can be implemented as needed, similar to conventional lane keeping assist. Therefore, in other words, the suppression of intervention by the lane keeping assist system of vehicle 4 does not occur.

[0048] The method described herein is based on an assessment of the driving styles of drivers in group data 14 and motor vehicle 4. Specific measurement data are used to evaluate whether the suppression of lane-keeping assist system intervention is meaningful or meaningless.

[0049] For example, the driver's level of attention can be identified using a driver observation camera. If the level of attention is relatively high, the likelihood of corrective intervention by the lane-keeping assist system being desired or necessary is lower. Furthermore, measurements of, for example, the steering torque or lateral acceleration of vehicle 4 can be used to assess whether the driver is actively or dynamically driving and therefore, for example, intentionally or deliberately, deviating from lane 2, taking shortcuts, or similar actions. Similarly, some ESC interventions during the operation of vehicle 4 can be evaluated according to corresponding indicators and standards.

[0050] In determining whether lane keeping assist intervention should be suppressed, it may also be considered whether the driver is taking a shortcut, for example, in the direction of oncoming traffic or in the direction of adjacent traffic objects (i.e., other traffic participants), thus guiding vehicle 4 accordingly. If it is identified here that there is a risk of collision or vehicle 4 is on the collision path or at least expected to be guided to the collision path, suppression of lane keeping assist intervention may be prevented, i.e., if necessary, however, lane keeping assist intervention may be permitted and implemented accordingly.

[0051] Similarly, as described here, group data 14 is evaluated. For example, on some road sections, the ideal line may be close to the edge of the lane or driving lane, for example, to avoid obstacles 10, potholes, and / or similar features. Here, possible intervention by the lane keeping assist system can be suppressed when it is known or determined by group data 15 that the driver or vehicle 4 is correspondingly following the ideal line, i.e., group path 11. However, similarly here, other traffic participants, especially oncoming traffic, can be considered for the corresponding response of the assist system 6.

[0052] In summary, the examples described demonstrate how lane-keeping assist optimization can be achieved based on driving style recognition and on swarm or fleet data.

[0053] List of reference numerals

[0054] 1 road

[0055] 2 lanes

[0056] 3 adjacent lanes

[0057] 4 motor vehicles

[0058] 5. Ambient environment sensing devices

[0059] 6 auxiliary systems

[0060] 7 processors

[0061] 8 Data Storage

[0062] 9 tracks

[0063] 10 obstacles

[0064] 11 Group Path

[0065] 12 server devices

[0066] 13 Flowchart

[0067] Group 14 data

[0068] 15 driving data

[0069] S1-S6 method steps.

Claims

1. A method (13) for controlling a lane-keeping assist system (6) when passing through a corresponding road segment (1), wherein automatically, - Group data (14) is acquired, which is collected by at least one group vehicle in at least one previous passage of the corresponding road segment (1) and describes the drivable path (11) through the corresponding road segment (1). - Driving data (15) characterizing the behavior of the motor vehicle (4) and / or the driver of the motor vehicle (4) is acquired and the presence of an active driving mode is assessed by means of at least one pre-given criterion. - The current trajectory (9) of the motor vehicle (4) and its deviation from the drivable path (11) are determined, and - When the deviation is less than a pre-given maximum deviation and / or an active driving mode is identified, the intervention of the lane keeping assist system (6) is completely suppressed without deactivating the lane keeping assist system (6).

2. The method (13) according to claim 1, characterized in that, The maximum deviation is given in advance as the interval with respect to the area integral between the trajectory (9) of the motor vehicle (4) and the drivable path (11) and / or as the correlation coefficient between the trajectory (9) of the motor vehicle (4) and the direction of the drivable path (11).

3. The method (13) according to claim 1, characterized in that, The intervention of the lane keeping assist system (6) is correspondingly suppressed for a pre-given time period.

4. The method (13) according to claim 1, characterized in that, The intervention of the lane keeping assist system (6) is correspondingly suppressed for a predetermined travel segment of the motor vehicle (4).

5. The method (13) according to any one of claims 1-4, characterized in that, The time and / or spatial range of the intervention of the lane keeping assist system (6) is dynamically matched, depending on at least one pre-given parameter.

6. The method (13) according to claim 5, characterized in that, The at least one pre-given parameter is the current speed of the motor vehicle (4), the curvature of the corresponding road segment (1), and / or the distance relative to the next upcoming danger point (10).

7. The method (13) according to any one of claims 1-4, characterized in that, As part of the driving data (15) used to identify the active driving mode, one or more of the following parameters are acquired and evaluated: steering angle gradient, steering torque, lateral and / or longitudinal acceleration, occurrence of lateral and / or longitudinal vibration, slippage, occurrence of intervention of electronic stability control, driver's grip on the steering wheel of the motor vehicle (4), and driver's state.

8. The method (13) according to any one of claims 1-4, characterized in that, When the deviation is less than the maximum deviation, it is determined whether the current trajectory (9) of the vehicle (4) will guide the vehicle into the adjacent lane (3), and only if this is not the case is the intervention of the lane keeping assist system (6) suppressed.

9. The method (13) according to claim 8, characterized in that, The adjacent lane (3) is determined for oncoming traffic.

10. The method (13) according to claim 8, characterized in that, When the current trajectory (9) of the motor vehicle (4) guides the motor vehicle into the adjacent lane (3), detection of other traffic participants at that location is performed, and the intervention of the lane keeping assist system (6) is also suppressed even when no other traffic participants are identified.

11. The method (13) according to claim 10, characterized in that, The other traffic participants mentioned are those traveling in the opposite direction.

12. An auxiliary device for a motor vehicle (4), comprising a processor (7) and a computer-readable data storage device (8) connected thereto, wherein, The auxiliary device is configured to implement the method (13) according to any one of claims 1-11.

13. A motor vehicle (4) having a lane keeping assist system (6) with the assist device according to claim 12.

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