Method and device for planning lane change of vehicle

Abstract

The invention relates to a method for planning a lane change of a vehicle (2) from an acceleration section (BS) in which the vehicle (2) accelerates to an adjacent lane (FS), the terrain of the acceleration section (BS) being taken into account in order to determine the acceleration that the vehicle (2) can reach on the acceleration section (BS). According to the invention, an acquisition region (EB) of at least one rearward environment detection sensor (3) of the vehicle (2) is adjusted as a function of the topography of the acceleration section (BS) and / or of the topography of a section behind the adjacent lane (FS). The invention also relates to a device (1) for planning a lane change of a vehicle (2).

Description

Technical Field

[0001] The invention relates to a method for planning a lane change of a vehicle, and a device for planning a lane change of a vehicle, according to the features of the preamble of claim 1 . Background Art

[0002] As described in DE 10 2017 200 580 A1, a method for optimizing maneuver planning of an automated driving vehicle is known from the prior art. The method comprises a planning level which is divided into at least three different abstraction levels for all planning layers of the planning level. Continuous planning and semantic information are combined in such a way that a plurality of determined maneuver options are grouped and the consequences of each maneuver option are evaluated taking into account the uncertainty of the behavior of other traffic participants in order to select the best execution strategy.

[0003] In EP 3 854 646 A2 a system and method for navigating at a safe distance is described. At least one processing device is programmed to receive an image showing the surroundings of the host vehicle, determine a planned navigation action for the host vehicle, analyze the image to identify a target vehicle with a driving direction toward the host vehicle, and determine the distance that will occur between the host vehicle and the target vehicle when the planned navigation action is performed. The at least one processing device also determines a host vehicle braking path based on braking speed, maximum acceleration capacity and the current speed of the host vehicle, determines a target vehicle braking path based on braking speed, maximum acceleration capacity and the current speed of the target vehicle, and implements the planned navigation action when the determined distance is greater than the sum of the host vehicle braking path and the target vehicle braking path.

[0004] DE 10 2016 205 152 A1 discloses a driver assistance system for assisting a driver while driving. The driver assistance system comprises at least one sensor configured to at least partially collect the driving conditions of the vehicle and at least one first data interface for reading in traffic data of the road ahead. In addition, the driver assistance system comprises at least one second data interface for reading in highway data, in particular the topography and / or the road course of the road ahead and / or the road behind. The prediction module of the driver assistance system is configured to dynamically simulate at least one future driving scenario based on the current driving conditions, traffic data and road data, and dynamically simulate and output a possible vehicle motion trajectory based on the at least one future driving scenario. The optimization module of the driver assistance system is configured to select and output one of the possible motion trajectories based on at least one predetermined boundary condition characterizing the driving style attribute of the driver assistance system. The control module is connected to the steering system, the braking system and / or the drive system of the vehicle so as to guide the vehicle according to the selected motion trajectory. Summary of the invention

[0005] The object of the present invention is to specify a method and a device for planning a lane change of a vehicle which are improved compared to the prior art.

[0006] This object is achieved according to the invention by a method for planning a lane change of a vehicle having the features of claim 1 and a device for planning a lane change of a vehicle having the features of claim 8 .

[0007] Advantageous embodiments of the invention are the subject matter of the dependent claims.

[0008] In a method for planning a lane change of a vehicle from an acceleration section in which the vehicle is accelerating to an adjacent lane, it is particularly provided that an achievable vehicle acceleration on the acceleration section is determined, wherein the acceleration section topography is taken into account for this purpose. The method is particularly performed in a vehicle, particularly by the vehicle and / or a device arranged in the vehicle. The vehicle is particularly a commercial vehicle, particularly a truck. The vehicle is particularly designed and configured to perform automated driving, particularly partially automated driving, highly automated driving or autonomous driving.

[0009] According to the present invention, the acquisition area of ​​at least one rearward-facing environment detection sensor of the vehicle is adjusted according to the topography of the acceleration section and / or the rear section of the adjacent lane. The at least one rearward-facing environment detection sensor is particularly designed, mounted on the vehicle and oriented in such a way that the adjacent lane, particularly the area of ​​the adjacent lane behind at least one environment detection sensor or at least behind the vehicle, particularly the rear section of the adjacent lane is detected by means of the environment detection sensor, particularly by means of its acquisition area. This corresponds in particular to the so-called "over-the-shoulder vision" of human drivers when changing lanes. The acquisition area of ​​the environment detection sensor is also referred to as a cone of vision.

[0010] Therefore, in the solution of the present invention, the terrain is advantageously incorporated into the lane change planning and in particular also into the lane change execution. Here, the solution of the present invention is particularly advantageous when the acceleration section is a downhill section or an uphill section, because the acceleration that the vehicle can achieve is changed compared to a flat, i.e. horizontal acceleration section. On a flat acceleration section, the acceleration that the vehicle can achieve is only achieved by the vehicle drive assembly, that is, by one or more drive units for driving the vehicle. On a downhill section, the acceleration that the vehicle can achieve is greater than on a flat acceleration section, because the slope force component at this time has an accelerating effect on the vehicle, so that the vehicle is additionally accelerated compared to a flat acceleration section. On an uphill section, the acceleration that the vehicle can achieve is less than on a flat acceleration section, because the slope force component at this time has a decelerating effect on the vehicle, so that the vehicle acceleration is smaller than on a flat acceleration section. In addition, driving through a downhill section or an uphill section and the resulting orientation of the vehicle relative to the horizontal plane also affect the orientation of at least one environment detection sensor and thus the orientation of its acquisition area. In particular, when the slope of the adjacent lane is different from the slope of the acceleration section, that is, when the adjacent lane is not downhill or uphill but horizontal, this affects the area or section of the adjacent lane that can actually be detected by the environment detection sensor. Therefore, the adjustment of the acquisition area according to the terrain is particularly advantageous.

[0011] The solution according to the invention therefore allows improved lane change planning, in particular during automated driving, by taking the terrain into account.

[0012] In one possible specific embodiment, the lane change speed that the vehicle has or will have at the determined achievable acceleration when the vehicle is operating at the determined achievable acceleration at the time of the lane change is determined, and the acquisition area of ​​at least one rearward-facing surroundings detection sensor of the vehicle is adjusted as a function of the determined lane change speed. The required acquisition area is thereby ensured for each lane change speed, since the relative speed to the traffic participants in the adjacent lane is greater at lower lane change speeds than at higher lane change speeds, and therefore the acquisition area at lower lane change speeds must be larger, in particular longer, than at higher lane change speeds, or at least assumed to be so.

[0013] In one possible embodiment, the necessary / required acquisition region length for the determined lane change speed is determined and the acquisition region is adjusted in such a way that the adjacent lane is detected over the entire determined required length. This ensures a sufficiently large acquisition region corresponding to the respective lane change speed. The starting point of the required length is in particular the starting point of the acquisition region, i.e. the acquisition region starts at a point or region at the surroundings detection sensor.

[0014] In one possible implementation, a camera is used as the rearward-facing environment detection sensor, such as a monocular camera or a stereo camera. Alternatively, other environment detection sensors such as radar, laser radar, or ultrasound may also be used. If multiple environment detection sensors are used, they may also be designed to be the same or different, that is, a combination of the same or different environment detection sensors may be used. Since a camera is used as the environment detection sensor, the environment detection by means of the environment detection sensor is equivalent to the environment capture by the human eye when looking over the shoulder.

[0015] In one possible implementation, the acquisition area is adjusted by the orientation of the at least one environment detection sensor, for example, by means of a pan-tilt actuator, which is also called a pan-tilt / universal joint, a pan-tilt actuator, or a pan-tilt fine-tuning actuator. The pan-tilt actuator can advantageously change the orientation of the at least one environment detection sensor in the horizontal direction and / or the vertical direction, thereby achieving adjustment of the acquisition area.

[0016] In one possible embodiment, in particular when a camera is used as an environment detection sensor facing the rear, the acquisition area is adjusted in such a way that the focal length and / or the viewing angle and / or the objective lens / lens aperture angle of at least one environment detection sensor are adjusted. Thus, there is no need to change the orientation of the entire environment detection sensor. Alternatively, for example, it can be provided that the focal length and / or the viewing angle and / or the lens aperture angle of at least one environment detection sensor are fixedly set in such a way that, for all traffic scenes, in particular terrain scenes, that the vehicle may encounter, the respective required acquisition areas, in particular those determined by means of the method, can be achieved. The environment detection sensor is then designed and established in a corresponding manner. This is done in particular by designing the acquisition area, i.e., the visual cone, of at least one environment detection sensor facing the rear corresponding to the maximum expected road uphill and / or the maximum expected road downhill. In the case where the environment detection sensor is designed as a camera, this can be achieved, for example, by a correspondingly large lens aperture angle. Thus, by, for example, only evaluating the respective image areas of the acquired image, the acquisition area adjustment is achieved, for example, in a software-controlled manner, in particular electronically and / or digitally. Thus, there is no need for a motion mechanism for adjusting the acquisition area.

[0017] The device for planning a lane change of a vehicle according to the invention is designed and set up to carry out the method. The device is in particular arranged in a vehicle, or the vehicle is the device, i.e. the method is carried out by the vehicle and / or the device arranged in the vehicle. The advantages resulting from this have already been described above with respect to the method to be carried out with the aid of the device.

[0018] In one possible embodiment, the device has a determination unit. In particular, one or more or all of the above-mentioned determination processes of the method are performed in the determination unit. In particular, the entire method except the adjustment of the acquisition area is performed in the determination unit. The determination unit is designed and established for this purpose. The determination unit is particularly designed and established for determining the acceleration that can be achieved on the acceleration section and / or adjusting the acquisition area of ​​at least one environmental detection sensor as required. Alternatively or additionally, the determination unit is designed and established for determining the lane change speed of the vehicle at the time of the lane change under the determined achievable acceleration and / or for determining the required acquisition area length. The advantages obtained thereby have been described above with respect to the method to be performed with the aid of the device.

[0019] In one possible embodiment, the device has at least one environment detection sensor and / or a pan-tilt actuator and / or a positioning unit for determining the current position of the vehicle and / or a digital map and / or an inertial sensor device and / or a speed detection sensor device for detecting the speed of the vehicle. The advantages obtained from this have been described above with respect to the method to be performed by the device. The positioning unit is particularly provided and is correspondingly designed and established for determining the current position of the vehicle by means of a global satellite navigation system. The positioning and digital map in particular allow the terrain information about the current position of the vehicle and the surroundings of the current position to be read from the digital map. The digital map therefore advantageously has such terrain information required for the method. The inertial sensor device, for example, allows the determination of the uphill or downhill of the acceleration section on which the vehicle is traveling. The speed detection sensor device allows the detection of the current speed and therefore determines the lane change speed that the vehicle has or will have at the time of changing lanes under the determined reachable acceleration by means of the determined reachable acceleration. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The embodiments of the present invention will be explained in detail below with reference to the drawings, wherein:

[0021] Figure 1 An example of a vehicle changing lanes from an acceleration section where the vehicle is accelerating to an adjacent lane is schematically shown.

[0022] Figure 2 Schematically shows an example of changing lanes on a flat acceleration section.

[0023] Figure 3 The example of changing lanes when the acceleration section is designed as a downhill section is schematically shown.

[0024] Figure 4 The length of the acquisition area of ​​the rearward environment detection sensor is schematically shown on a flat acceleration section.

[0025] Figure 5 The length of the acquisition area of ​​the rearward environment detection sensor is schematically shown when the acceleration section is designed as a downhill section.

[0026] Figure 6 Another example of changing lanes when the acceleration section is designed as a downhill section is schematically shown.

[0027] Figure 7 The example of changing lanes when the acceleration section is designed as an uphill section is schematically shown.

[0028] Figure 8 A vehicle is schematically shown,

[0029] Fig. 9 A device for carrying out a lane change planning method is schematically shown.

[0030] Parts that correspond to one another are provided with the same reference symbols in all the figures. DETAILED DESCRIPTION

[0031] The following will be combined Figure 1-9 A method for planning a lane change of a vehicle 2 from an acceleration section BS, during which the vehicle 2 is accelerating, to an adjacent lane FS and a device 1 designed and configured to carry out the method are described.

[0032] In the example shown, the vehicle 2 is a commercial vehicle designed as a truck, more precisely a tractor, in particular a tractor / tractor trailer / semi-trailer.

[0033] In particular, vehicle 2 is designed and configured for automated driving, in the example shown, for autonomous driving.

[0034] For autonomous driving, it is necessary to identify and measure the environment of the vehicle 2. For this purpose, the vehicle 2 has a plurality of environment detection sensors 3, 4, which are each designed as a lidar sensor, a camera, a radar sensor or an ultrasonic sensor.

[0035] Especially in autonomous driving, changing lanes, especially merging from an acceleration section BS into traffic on an adjacent lane FS, is a difficult challenge. Figure 1 For its example.

[0036] When the vehicle 2 is driven by a human driver, the driver performs over-the-shoulder vision to check whether the adjacent lane FS is free. Here, the human driver adjusts the visual distance for over-the-shoulder vision to match the respective current situation.

[0037] When changing lanes while driving, the visual distance does not need to be very far. Figure 1As shown by way of example, when merging at a low speed v while driving onto a motorway, a long visual distance must be achieved. The specific value of the visual distance depends on the maximum achievable acceleration, which in the case of the vehicle 2 designed as a truck also depends on the load capacity, and on the maximum speed of other traffic participants VT in the adjacent lane FS. The long visual distance required is mainly due to the low achievable acceleration of the truck. This lasts for a long time until the truck has reached an acceptable speed v and can merge into the traffic flow in the adjacent lane FS without posing an obstacle or threat due to an excessively high relative speed.

[0038] The topography of the acceleration section BS has a particular influence on the achievable acceleration, i.e. whether the acceleration section BS is flat or whether there is an uphill or downhill slope. The required sight distance is therefore also dependent thereon. In addition, the topography of the acceleration section BS and the rear section of the adjacent lane FS, i.e. the section behind the vehicle 2, may adversely influence the sight distance. The human driver reacts to this by adjusting his sight direction.

[0039] Experienced human drivers therefore subconsciously incorporate terrain-influenced acceleration possibilities and visibility into their lane change planning and execution.

[0040] By means of the solution described below, this is also possible for automated driving, in particular autonomous driving, of a vehicle 2 , in particular designed as a truck.

[0041] In order to change lanes in automated driving, especially autonomous driving, at least one of the environment detection sensors 3, 4 of the vehicle 2 is facing backward. Figure 1 As shown, it is particularly designed, mounted and oriented on the vehicle 2 in such a way that it detects the adjacent lane FS with the help of the rearward-facing surroundings detection sensor 3, in particular the area of ​​the adjacent lane FS behind the rearward-facing surroundings detection sensor 3 or at least behind the vehicle 2, in particular the rear section of the adjacent lane FS. This corresponds to the over-the-shoulder vision of a human driver.

[0042] In order to take the terrain into account when planning and executing a lane change, it is provided that the achievable acceleration of the vehicle 2 on the acceleration section BS is determined, wherein the terrain of the acceleration section BS is taken into account for this purpose. It is also provided that the acquisition area EB of the rearward surroundings detection sensor 3 is adjusted as a function of the terrain of the acceleration section BS and / or as a function of the terrain of the rear section of the adjacent lane FS.

[0043] The detection area EB is adjusted in particular when traveling on an acceleration section BS designed as a downhill or uphill section compared to a flat acceleration section BS, since the achievable acceleration of the vehicle 2 is then changed compared to the flat acceleration section BS.

[0044] The acceleration that can be achieved by the vehicle 2 on the flat acceleration section BS is achieved only by the drive assembly of the vehicle 2, i.e. by one or more drive units, in particular by one or more motors for driving the vehicle 2. The achievable acceleration then depends in particular on the drive power and the load of the vehicle 2. The acceleration that can be achieved on the flat acceleration section BS is therefore referred to below as the intrinsic acceleration a. e .

[0045] Figure 2 An example of a lane change is shown for a flat acceleration section BS. Here, a top view of the acceleration section BS and the adjacent lane FS is shown on the upper side. The planned lane change is shown in conjunction with the shown planned movement trajectory T of the vehicle 2. A side view of the scene is shown in the middle, where the current flat acceleration section BS can be seen. The curve diagram on the lower side shows the speed v of the vehicle 2 as a function of the distance traveled x. The lane change speed v of the vehicle 2 at the time of the lane change is marked here. SW .

[0046] On the acceleration section BS designed as a downhill section, the acceleration that the vehicle 2 can achieve is greater than that on the flat acceleration section BS under the same cargo volume, because the slope force at this time accelerates the vehicle 2, and the vehicle 2 is thus accelerated additionally compared to the flat acceleration section BS. Therefore, the achievable acceleration here is the inherent acceleration a e The sum of the slope component force acceleration from the slope component force on vehicle 2. Here, the downhill driven acceleration is calculated as follows:

[0047] ah=g·sin(α)(1)

[0048] Here, g is the acceleration due to gravity of the earth, and α is the angle of the acceleration section BS relative to the horizontal plane.

[0049] Figure 3 An example of lane change is shown when the acceleration section BS is designed as a downhill section. Here, a top view of the acceleration section BS and the adjacent lane FS is shown on the upper side. The planned lane change is shown in conjunction with the shown planned motion trajectory T of the vehicle 2. A side view of the scene is shown schematically in the middle, in which the direction of the acceleration section BS and the adjacent flat, i.e. horizontal lane FS is shown. Therefore, it can be seen here that the acceleration section BS is designed as a downhill section here and its angle α relative to the horizontal plane, here relative to the flat adjacent lane FS. The curve of the change of the speed v of the vehicle 2 with the distance traveled x is shown in the curve diagram on the lower side. The lane change speed v that the vehicle 2 has at the time of the lane change is also marked here. SW .

[0050] exist Figure 2 and 3 From the comparison, we can know that when the acceleration section BS is designed as a downhill section ( Figure 3 ) lane change speed vSW Greater than when accelerating on a flat section BS ( Figure 2 This is because the slope component acceleration accelerates the vehicle 2 additionally when the acceleration section BS is designed as a downhill section, causing it to reach a higher lane change speed v SW .

[0051] Therefore, in the method described here, it is particularly provided that the detection of the area EB for the determined lane change speed v SW Necessary length x EB is determined and the acquisition area EB is adjusted such that the adjacent lane FS is within the entire determined required length x EB was detected.

[0052] Because the lane change speed v is lower than SW , at lane change speed v SW When the speed is higher, the relative speed of the road users VT in the adjacent lane FS is lower, so that the acceleration section BS is designed as a downhill section (cf. Figure 3 ) and the lane change speed v SW When it is higher, the length x required for the collection area EB EB Because the acceleration section BS is flat (refer to Figure 2 ) and the lane change speed v SW When it is lower, it is smaller, such as Figure 4 and 5 Here, Figure 4 An example of a flat acceleration section BS is shown, Figure 5 An example of an acceleration section BS designed as a downhill section is shown, wherein a top view is shown on the upper side and a side view is shown on the lower side. The lane change time, i.e. the time of starting the lane change, is shown, which can be seen from the shown planned movement trajectory T. The acquisition area EB of the rearward environment detection sensor 3 and its length x are also shown. EB .

[0053] On the acceleration section BS designed as an uphill section, the achievable acceleration of the vehicle 2 is less than that of the flat acceleration section BS when the cargo volume is the same, because the slope force at this time has a deceleration effect on the vehicle 2, making the acceleration of the vehicle 2 smaller than that of the flat acceleration section BS. Therefore, the achievable acceleration here is the inherent acceleration a of the vehicle 2 e The difference between the deceleration of the slope force component from the slope force on the vehicle 2, where a positive value is used here, i.e., the inherent acceleration a e The sum of the negative slope component acceleration originating from the slope component acting on the vehicle 2, because the deceleration is a negative acceleration.

[0054] Therefore, compared with the flat acceleration section BS, the lane change speed vSW When the acceleration section BS is designed as an uphill section, it is smaller. This is because the slope component acceleration is smaller than the vehicle 2's own acceleration a when the acceleration section BS is designed as an uphill section. e The vehicle reaches a lower lane-changing speed v SW .

[0055] Accordingly, when the lane change speed v is lowered due to the acceleration section BS being designed as an uphill section, SW When the acceleration section BS is flat, the lane change speed v SW Larger collection area when higher EB length x EB .

[0056] The basic idea of ​​the solution described here is therefore that, in particular, when the acceleration section BS is designed as a downhill section, in addition to the intrinsic acceleration a e In addition, the slope force component acceleration (and the higher lane change speed v that can be achieved thereby) that accelerates the vehicle 2 due to the slope force component SW ) Adjust the collection area EB, especially shorten its length x EB , and when the acceleration section BS is designed as an uphill section, the slope force acts on the vehicle 2 and reduces its own acceleration a e The slope component deceleration (and the lower lane change speed v that can be achieved) SW ) Adjust the collection area EB, especially increase its length x EB .

[0057] Figure 6 Another example is shown, in which the vehicle 2 is in the initial area of ​​the acceleration section BS designed as a downhill section. Figure 6 The upper side is in top view and Figure 6 The lower side of the vehicle 2 shows the acceleration section BS and the adjacent lane FS in a schematic side view. The vehicle 2 approaches the adjacent lane FS at a lower level from the acceleration section BS designed as a downhill section and having a higher level.

[0058] The problem at this time is that, due to the inclination of the vehicle 2 on the acceleration section BS designed as a downhill section, and the adjacent lane FS being at a lower level, the acquisition area EB of the environment detection sensor 3 facing the rear will face upward without adjustment and thus cannot detect the adjacent lane FS at a lower level. Therefore, it is stipulated that the acquisition area EB of the environment detection sensor 3 facing the rear is adjusted according to the topography of the acceleration section BS and the topography of the rear section of the adjacent lane FS.

[0059] In the example shown, in which the acceleration section BS is designed as a downhill section leading to an adjacent lane FS at a lower level, the acquisition region EB is adjusted such that the vertical extent (also referred to as the vertical cone of vision) of the acquisition region EB is extended downwards sufficiently to detect the adjacent lane FS at a lower level. In particular, the acquisition region EB is adjusted such that the adjacent lane FS is detected over the entire determined required length x EB was detected.

[0060] The adjustment of the acquisition area EB can be performed, for example, by the environment detection sensor 3 facing the rear (such as a pan / tilt actuator). Alternatively, the acquisition area EB (i.e., the viewing cone) of the environment detection sensor 3 facing the rear can be designed according to the maximum expected road surface upslope and / or the maximum expected road surface downslope. In the case of the environment detection sensor 3 designed as a camera, this can be achieved by a correspondingly large lens aperture angle. The environment detection sensor 3 facing the rear is then designed and established accordingly.

[0061] Figure 7 Another example is shown, in which the vehicle 2 is in the initial area of ​​an acceleration section BS designed as an uphill section. Figure 7 The upper side of the Figure 7 The lower side of the is a schematic side view showing the acceleration section BS and the adjacent lane FS. The vehicle 2 approaches the adjacent lane FS with a higher level from the acceleration section BS designed as an uphill section and with a lower level.

[0062] The problem here is that, due to the high level of the adjacent lane FS, the acquisition area EB, in particular its vertical extension, i.e. the vertical cone of vision, is blocked for a long time by the higher adjacent lane FS. Since the acceleration section BS is designed as an uphill slope, the acceleration of the vehicle 2 is small, and the lane change speed v SW Therefore, the adjacent lane FS can only be detected by the acquisition area EB of the rearward environment detection sensor 3 shortly before the lane change, which is obviously too late. Therefore, a large acquisition area EB length x is required. EB ,like Figure 7 Here, if this problem is not solved, the length x of the acquisition area EB EB Significantly greater than the determined lane change speed v SW Necessary / required length x EB Therefore, the acquisition area EB, in particular its length x, is adjusted here also according to the topography of the acceleration section BS and the topography of the rear section of the adjacent lane FS. EB .

[0063] Figure 8 A vehicle 2 is shown having a device 1 for carrying out the method. Fig. 9A device 1 for carrying out the method is shown. The device 1 comprises in particular a determination unit 5 which is designed, for example, as a control unit.

[0064] The vehicle 2 and in particular its device 1 comprises a rearward-facing environment detection sensor 3, a determination unit 5, an inertial sensor device 6 and a positioning unit 7 for determining the current position of the vehicle 2 by means of a global satellite navigation system. The vehicle 2 also comprises other environment detection sensors 4, a digital map Figure 8 and an actuator 9. The actuator 9 is particularly provided for longitudinal and lateral control of the vehicle 2. If a pan / tilt actuator is provided, it can also be one of the actuators 9. Each of the components can also be a component of the device 1.

[0065] In the determination unit 5 designed as a control device, a fusion F of the data of the surroundings detection sensors 3, 4 and a localization L of the vehicle 2 are performed, in particular by means of the fusion data of the surroundings detection sensors 3, 4 and the data of the localization unit 7 and the digital location. Figure 8 The data of the position L are processed in a behavior planning module 10 of the determination unit 5 in order to control the actuator 9 accordingly.

[0066] The behavior planning module 10 includes a lane change planning module 11 , in which in particular the length x of the acquisition area EB is determined. EB Length x EB Depending on the current speed v of the vehicle 2, the angle α of the acceleration section BS relative to the horizontal plane and one or more other parameters, namely the length x EB is the conversion function of these variables. So the current speed v of vehicle 2 and the inherent acceleration a of vehicle 2 are e and the angle α of the acceleration section BS relative to the horizontal plane are incorporated into the lane change planning module 11 .

[0067] The current speed v of the vehicle 2 is determined, for example, by means of a speed-detecting sensor system of the vehicle 2 and / or of the device 1 . e For example, it is predetermined, for example, also depending on the load of the vehicle 2, in particular its weight. The load weight and the influence of the intrinsic acceleration a e The total weight of the vehicle 2 can be predetermined or determined by means of corresponding weight detection sensor devices of the vehicle 2 and / or the device 1, for example. The lane change planning module 11 in particular obtains the total weight of the vehicle 2 from the digital Figure 8 The angle α of the acceleration section BS is determined in particular from the current position of the vehicle 2 determined by the positioning unit 7. Alternatively or additionally, the angle α of the acceleration section BS can also be determined, for example, by means of the inertial sensor device 6 when the vehicle 2 drives on the acceleration section BS.

[0068] For each lane change process plan, the required length x of the collection area EB can be calculated at any time EBAs mentioned above, it is used to determine the length x of the acquisition area EB EB The conversion function also depends on one or more other parameters, in particular many other parameters, besides the current speed v of the vehicle 2 and the angle α of the acceleration section BS relative to the horizontal plane, for example on the expected relative speed relative to other road users VT, i.e. the overspeeding factor.

[0069] Reference numerals list

[0070] 1 device

[0071] 2 Vehicles

[0072] 3 Environmental detection sensors facing rearward

[0073] 4Other environmental detection sensors

[0074] 5. Determine the unit

[0075] 6 Inertial sensor device

[0076] 7 Positioning unit

[0077] 8 Map

[0078] 9 Actuator

[0079] 10 Behavior Planning Module

[0080] 11 Lane Change Planning Module

[0081] a e Own acceleration

[0082] BS acceleration section

[0083] EB collection area

[0084] F Fusion

[0085] FS Lane

[0086] L Positioning

[0087] T motion trajectory

[0088] Speed

[0089] v SW Lane change speed

[0090] VT Other traffic participants

[0091] x distance

[0092] x EB Collection area length

[0093] α The angle of the acceleration section relative to the horizontal plane

Claims

1. A method for planning a lane change of a vehicle (2) from an acceleration section (BS) to an adjacent lane (FS), the vehicle (2) accelerating on the acceleration section, wherein: taking into account the topography of the acceleration section (BS) in order to determine the acceleration that the vehicle (2) can achieve on the acceleration section (BS), Its characteristics are: The acquisition area (EB) of at least one rearward-facing environment detection sensor (3) of the vehicle (2) is adjusted according to the topography of the acceleration section (BS) and / or the topography of the rear section of the adjacent lane (FS).

2. The method according to claim 1, characterized in that: The lane change speed (v SW ) is determined, and the acquisition area (EB) of the at least one rearward-facing environment detection sensor (3) of the vehicle (2) is adjusted according to the determined lane change speed (v SW ) is adjusted.

3. The method according to claim 2, characterized in that: The acquisition area (EB) is for the determined lane change speed (v SW )Required length (x EB ) is determined and the acquisition area (EB) is adjusted so that the adjacent lane (FS) is within the entire determined required length (x EB ) are detected.

4. The method according to any one of the preceding claims, characterized in that A camera is used as the rearward-facing environment detection sensor (3).

5. The method according to any one of the preceding claims, characterized in that The detection area (EB) is adjusted by the orientation of the at least one surroundings detection sensor (3).

6. The method according to claim 5, characterized in that: The direction of the at least one environment detection sensor (3) is set by means of a pan / tilt actuator.

7. The method according to any one of the preceding claims, characterized in that The acquisition area (EB) is adjusted in such a way that the focal length and / or the viewing angle and / or the lens aperture angle of the at least one environment detection sensor (3) are adjusted.

8. A device (1) for planning a lane change of a vehicle (2), which is designed and configured to carry out the method according to one of the preceding claims.

9. The device (1) according to claim 8 comprises a determination unit (5) for determining at least the acceleration achievable on the acceleration section (BS) and the required adjustment of the acquisition area (EB) of the at least one surroundings detection sensor (3).

10. The device (1) according to claim 8 or 9, comprises at least one environmental detection sensor (3) and / or a pan-tilt actuator and / or a positioning unit (7) for determining the current position of the vehicle (2) and / or a digital map (8) and / or an inertial sensor device (6) and / or a speed detection sensor device for detecting the current speed (v) of the vehicle (2).

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