Apparatus and method for determining a lane change recognal for a vehicle

Abstract

Embodiments of the present invention relate to an apparatus and a method for determining a lane change suggestion for a vehicle. In a device and a method for determining a lane change suggestion for a vehicle, a processing unit determines whether the vehicle is located on a roadway having a first lane of travel and a second lane. The processing unit determines whether the first lane has a lane association to the third lane on a traffic network node in front of the vehicle, and whether the vehicle is on the first lane or on the second lane. If it is determined that the vehicle is located on the first traffic lane, the processing unit determines whether the vehicle is to pass the traffic network node in the first direction. It is determined by means of the processing unit whether there is a preceding vehicle in the area between the vehicle and the traffic network node, and a turning intention of the preceding vehicle to the third lane and its length are determined. If the processing unit determines that the length of the preceding vehicle is greater than the relative distance, the processing unit determines a lane change suggestion.

Description

Technical Field

[0001] The present invention relates to a device and a method for determining a lane change recommendation for a vehicle, in which a processing unit is used to determine whether the vehicle is located on a road having at least one first lane extending in a first direction and at least one second lane extending in the first direction. In addition, the processing unit determines whether the first lane has a lane association to a third lane in the first direction and in a further second direction at a traffic network node located in front of the vehicle in the driving direction, and whether the vehicle is located on the first lane or on the second lane. In addition, if it is determined that the vehicle is located on the first lane, the processing unit determines whether the vehicle is to pass the traffic network node in the first direction. The lane change recommendation is determined based on a preceding vehicle traveling in the area between the vehicle and the traffic network node. Background Art

[0002] Document DE 10 2020 000 692 A1 discloses a computer-implemented method for controlling the traffic flow of vehicle traffic directed across a traffic network node on multiple lanes. A traffic flow control service is set up and started independently of the vehicle on at least one server. The traffic flow control service collects information about the direction of travel of the lanes from a digital traffic network map. With the help of at least one back-end server connected to at least one server, vehicle-related data about the position and / or navigation and / or destination of at least one vehicle are collected and transmitted to the traffic flow control service. From the vehicle-related data, an average speed and / or an average travel time for the traffic flow related to the direction of travel is determined. At least one lane change suggestion is determined and transmitted to at least one vehicle via at least one back-end server in such a way that, for the entirety of the traffic flow related to the direction of travel, the vehicle flow directed across the traffic network node is increased relative to the vehicle flow without a lane change suggestion.

[0003] Document DE 10 2020 007 074 A1 discloses a method and a device for determining relevant surroundings information for a vehicle based on image data captured in darkness by a vehicle camera, which is directed with its detection area in front of the vehicle. It is provided that a distinction is made between vehicle taillights of a vehicle traveling ahead, in particular additional vehicle taillights arranged at the rear of the vehicle with respect to the vertical axis of the vehicle, position lights and / or brake lights, and signal lights of a traffic light system based on the captured image data, a vehicle contour is determined based on the image data in order to classify at least one vehicle traveling ahead, wherein, in the case of a lane section in front of the vehicle having a plurality of lanes extending in one direction and in the case of a vehicle traveling ahead located in front of the vehicle on the right lane being classified as a commercial vehicle, a lane change suggestion is output to a vehicle user of the vehicle.

[0004] Document US 9,672,734 B1 discloses a system, a method and a computer product for determining lane information in a road segment so as to control a first vehicle in such a way that the driving time is minimized. According to one embodiment, navigation data of the first vehicle and at least one other vehicle in the road segment are sent to a computer server system via a communication network. The lane information may include whether a lane change is necessary, lanes to be avoided, optimal lanes and a priority order of drivable lanes sorted in order of increasing driving time for the first vehicle so as to minimize the driving time.

[0005] Furthermore, it is known that navigation systems can indicate which lane to enter at a traffic network node, in particular at an intersection, when there is a possibility of turning.

[0006] When driving straight in one direction on a road with multiple lanes, which lane to enter ideally at an intersection depends in particular on the traffic situation. Each lane may have different "obstacles" (e.g., slow vehicles, turning vehicles). Waiting time can be saved by cleverly selecting a lane. The driver must make a choice based on his experience, but for example, his experience may not be mature enough, and the driver may not have a long enough information field. There is a lack of such a system: the system supports the driver to make decisions on lane selection automatically and in an optimized manner for his own vehicle when driving straight. In particular, when one of the lanes allows and enables turning in other directions in addition to driving straight, it is difficult for an experienced vehicle driver to select one from multiple possible lanes. Then, the deceleration time that occurs on this lane depends to a large extent on whether there are turning vehicles and whether these vehicles must stop when turning. Summary of the invention

[0007] Based on the known prior art, the object of the present invention is therefore to specify a device and a method for determining a lane change recommendation for a vehicle.

[0008] This object is achieved by a device having the features of claim 1 and by a method having the features of the independent method claim. Advantageous developments are specified in the dependent claims.

[0009] By the device according to claim 1, at least when or only when the length of the vehicle ahead turning from the first lane to the third lane is greater than the spacing between the first lane extending through the traffic network node in the first direction and the cross-traffic area, a lane change suggestion can be determined. This means that at least when the cross-traffic area cannot be directly passed, that is, when, for example, a pedestrian or a cyclist is located on the cross-traffic area, such a vehicle ahead is also partially located on the first lane when turning and hinders subsequent non-turning traffic. The cross-traffic area for pedestrians is also called a pedestrian crossing, and the cross-traffic area for cyclists is also called a bicycle lane. At least in Germany, such a cross-traffic area is usually formed by a discontinuous wide strip mark with a width of 25 cm, a length of 50 cm, and a gap of 20 cm, or is marked as a pedestrian crossing with a zebra crossing. There are also cross-traffic areas for pedestrians and cyclists and cross-traffic areas for pedestrians and cyclists that are arranged adjacently.

[0010] The determination of information on whether the vehicle is located on a road having at least one first lane extending in a first direction and at least one second lane extending in a first direction and whether the first lane has a lane association along the first direction and along another second direction to a third lane at a traffic network node located in front of the vehicle in the direction of travel can be performed based on the image data of the vehicle's camera, which captures the surroundings of the vehicle, especially the image of the area in front of the vehicle. Then, the processing unit processes the image data accordingly. Alternatively or additionally, this information can also be transmitted to the vehicle by means of known infrastructure-to-car communication or car-to-car communication or determined by a digital traffic network map, for example, by map data of a navigation system. Then, the third lane is a lane of another road, and the vehicle can turn from the first lane to another lane.

[0011] Furthermore, the processing unit can determine the driving direction specification for each lane and adjacent vehicles and / or vehicles traveling ahead, preferably vehicles located next to or in the area between the vehicle and the traffic network node on the first or second lane, using at least one of the previously described possibilities. Likewise, the processing unit can determine the turning intention and the length of the vehicle traveling ahead on the first lane into the third lane using the described possibilities.

[0012] In order to determine whether the vehicle is to pass through the traffic network node in a first direction, the processing unit can determine the navigation data of the vehicle's navigation unit, the activation status of the vehicle's turn signal indicator and / or determine the vehicle's lane based on camera image data or surrounding environment data from other surrounding environment detection units.

[0013] The determined lane change recommendation can be output to the vehicle driver via a human-machine interface, preferably via a display unit or voice information, and / or transmitted to a further control unit of an assistance system, preferably an assistance system for automated driving.

[0014] The relative distance between the first lane and the transverse area is the distance between the right lane edge of the first lane and the transverse area when there is a keep-right driving rule and the first lane is arranged to the right of the second lane (wherein the third lane branches off to the right of the first lane). The relative distance between the first lane and the transverse area is the distance between the left lane edge of the first lane and the transverse area when there is no oncoming lane when there is a keep-right driving rule and the first lane is arranged to the left of the second lane (wherein the third lane branches off to the left of the first lane). The relative distance between the first lane and the transverse area is the distance between the left lane edge of the first lane and the transverse area when there is a keep-right driving rule and the first lane is arranged to the left of the second lane (wherein the third lane branches off to the left of the first lane), minus the width of the oncoming lane.

[0015] The relative distance between the first lane and the transverse area is the distance between the left lane edge of the first lane and the transverse area when there is a driving rule of keeping left and the first lane is arranged to the left of the second lane (wherein the third lane branches off to the left of the first lane). The relative distance between the first lane and the transverse area is the distance between the right lane edge of the first lane and the transverse area when there is driving of keeping left and the first lane is arranged to the right of the second lane (wherein the third lane branches off to the right of the first lane) when there is no oncoming lane. In the case of left-hand traffic and the first lane is located to the right of the second lane and the third lane branches off to the right of the first lane, the relative distance between the first lane and the transverse area is the distance between the right lane edge of the first lane and the transverse area minus the width of the oncoming lane when there is a driving rule of keeping left and the first lane is arranged to the right of the second lane (wherein the third lane branches off to the right of the first lane).

[0016] Advantageously, the device comprises at least one environment detection unit, which is designed to detect at least one environment information related to the surroundings of the vehicle, at least about the lane section in front of the vehicle in the direction of travel of the vehicle, that is, located in front, and to generate surrounding data corresponding to the surrounding information, wherein the processing unit is designed to process the surrounding data. The surrounding detection unit can include a camera, a laser radar system and / or a radar system in particular. In particular, the vehicle in front of the vehicle on the first lane is detected and its turning intention is determined. For example, when the direction indicator of the vehicle in front is activated, the turning intention can be determined. It is also possible to obtain information about the activated direction indicator by means of the captured image of the surroundings of the vehicle, in particular the area in front of the vehicle. Then, the processing unit processes the image data accordingly. Alternatively or additionally, this information can also be transmitted to the vehicle by means of known infrastructure-to-vehicle communication or vehicle-to-vehicle communication.

[0017] Furthermore, the processing unit is advantageously designed to detect, based on the surroundings data, whether the vehicle is located in the first lane or in the second lane. Thus, the own position of the vehicle (host vehicle) or the current lane can be determined and taken into account when determining the lane change recommendation.

[0018] It is also advantageous if the surroundings detection unit is a camera of the vehicle, which records at least one image with an image of the area in front of the vehicle and generates image data corresponding to the image, wherein the processing unit is designed to process the image data. This makes it possible to easily determine information about the surroundings of the vehicle, in particular information about traffic conditions and other vehicles, in a known manner.

[0019] Advantageously, the processing unit determines whether there is a cross-traffic area for pedestrians and / or cyclists to cross the third lane at the traffic network node. This can be done in particular with the aid of images captured around the vehicle, in particular in the area in front of the vehicle. The processing unit then processes the image data accordingly. Alternatively or additionally, this information can also be transmitted to the vehicle by means of known infrastructure-to-car communication or car-to-car communication or determined from map data of a digital traffic network map. It is particularly advantageous that the processing unit determines whether there are pedestrians and / or cyclists in the cross-traffic area. Here, it is advantageous that the processing unit determines whether the existing pedestrians and / or cyclists have the intention to cross the third lane (cross the third lane laterally). The intention to cross can be done in particular with the aid of images captured of the surroundings of the vehicle, in particular in the area in front of the vehicle. The processing unit then processes the image data accordingly. Alternatively or additionally, this information can also be transmitted to the vehicle by means of known infrastructure-to-car communication or car-to-car communication. The processing unit determines a lane change recommendation from the first lane to the second lane only when pedestrians and / or cyclists with the intention of crossing are present in the crossing area and it is determined that the length of the vehicle ahead traveling from the first turn to the third lane is greater than the distance between the crossing area and the first lane extending in the first direction through the traffic network node.

[0020] It is also advantageous if the processing unit is designed to determine the expected deceleration time caused by the vehicle in the second lane and to determine the lane change recommendation only if the first deceleration time is greater than the second deceleration time, and the processing unit is designed to determine the expected deceleration time of the vehicle traveling ahead in the first lane as the first deceleration time. As a result, a lane change recommendation is only determined if time saving is actually possible for the vehicle as a result.

[0021] Advantageously, when determining the first and / or second deceleration time, the processing unit determines the determined type and / or lane and / or turning intention of the vehicle traveling ahead and takes the determined type and / or lane and / or turning intention of the vehicle traveling ahead into account when calculating the corresponding deceleration time. In this case, in particular, the type and the expected deceleration time caused by the vehicle in the first lane and the second lane are also determined. This makes it possible to avoid unnecessary and meaningless lane changes.

[0022] It is also advantageous to detect traffic light installations present at traffic network nodes and to check whether at least one vehicle ahead has stopped at a red light, wherein its lane is then determined. Alternatively or additionally, the processing unit can determine the speed of the vehicle ahead on at least two lanes, wherein the processing unit takes into account the determined speed of the stationary vehicle and / or the determined speed of the vehicle ahead when determining the first deceleration time and / or the second deceleration time. This makes it possible to avoid unnecessary and meaningless lane changes.

[0023] The processing unit may also determine the turning intention of each preceding vehicle on the first lane to the third lane, and only if it has been determined that only one vehicle has the turning intention, determine the length of the vehicle with the turning intention. In the case where there are multiple vehicles with the turning intention, a longer deceleration time is taken into account at least when pedestrians and / or cyclists are crossing the cross-traffic area. Then, a lane change suggestion may be determined and / or output without further analyzing the length of the turning vehicle and the spacing of the cross-traffic area from the first lane.

[0024] It is also advantageous if the processing unit determines the type of vehicle traveling ahead to determine the length and preferably whether there are objects that extend the length of the vehicle. Such objects that extend the length of the vehicle are in particular bicycle frames, protruding cargo loads and / or trailers.

[0025] Advantageously, the first lane is a right lane and the third lane diverges to the right at the traffic network node, wherein the second lane extends to the left of the first lane. The processing unit then determines the spacing between the right lane edge of the first lane and the transverse area. Alternatively, the first lane may be a left lane and the third lane may diverge to the left at the traffic network node, wherein the second lane is located to the right of the first lane. The processing unit then determines the spacing between the left lane edge of the opposite lane and the transverse area.

[0026] The processing unit can also determine whether there are oncoming vehicles on the lane of the opposite lane and / or whether the traffic light facilities at the traffic network node have the same signals for the first lane, the second lane and for the lane in the opposite direction, wherein the distance between the left edge of the left lane and the transverse area is only determined when it is determined that there are no oncoming vehicles or when the traffic light facilities at the traffic network node have different signals for the first lane, the second lane and for the lane in the opposite direction.

[0027] It is also advantageous if the processing unit determines the speed and / or possible acceleration of at least one further vehicle in front of the vehicle on the first lane or in front of and / or beside the vehicle on the second lane and takes this into account when determining the lane change recommendation. In particular, the processing unit determines on this basis a first deceleration time for the first lane and a second deceleration time for the second lane, wherein the processing unit determines the lane change recommendation only if the first deceleration time is greater than the second deceleration time. In particular, the processing unit determines the speed, possible acceleration and / or type of the other vehicle (sedan, truck, tractor, sports car). In particular, the processing unit classifies the vehicle travelling in front and / or adjacent. Preferably, the processing unit also determines whether there are pedestrians and / or cyclists who may want to cross the road at the pedestrian crossing.

[0028] The method having the features of the parallel method claim has the same advantages as the claimed device. In particular, the method can be developed with the features of the dependent claims directed to the device and the previously mentioned developments. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Embodiments of the present invention are explained in more detail below with reference to the accompanying drawings. In which:

[0030] Figure 1 A schematic diagram showing a device for determining a lane change recommendation for a vehicle;

[0031] Figure 2 a schematic diagram showing a first traffic network node having a first traffic situation of the vehicle;

[0032] Figure 3 The following second traffic situation is shown Figure 2 The first transportation network node;

[0033] Figure 4 a schematic diagram showing a second traffic network node having a third traffic situation of a vehicle;

[0034] Figure 5 The fourth traffic situation according to which Figure 4 The second transportation network node;

[0035] Figure 6 a schematic diagram showing a third traffic network node with a fifth traffic situation of a vehicle;

[0036] Figure 7 The sixth traffic situation according to which Figure 6 The third transportation network node; and

[0037] Figure 8The schematic illustration shows a third traffic network node with a sixth traffic situation of vehicles. DETAILED DESCRIPTION

[0038] Figure 1 A schematic illustration of a device 100 for determining a lane change recommendation for a vehicle 102 is shown. Device 100 monitors at least one area in front of vehicle 102 both in the unassisted driving of vehicle 102 and in its assisted or autonomous driving. To this end, device 100 first determines whether a traffic network node, an existing lane and a driving direction specification for the lane are present in front of vehicle 102. Vehicle 102 can not only assist in lane changes but can also perform lane changes autonomously. However, only one lane change recommendation can also be output to vehicle driver 104.

[0039] Device 100 determines objects in the field of vision of vehicle driver 104 , in particular elements of the traffic infrastructure such as traffic signs, traffic lights and road markings, and other traffic participants such as pedestrians and cyclists as well as adjacent, preceding and oncoming vehicles.

[0040] For this purpose, the device 100 includes an environment detection unit 106, which is used to detect at least one surrounding information related to the surroundings of the vehicle 102. The surrounding detection unit 106 includes an image detection unit 108, which is purely exemplarily configured as a camera. The image detection unit 108 is arranged and designed to detect an image with an image of the external area of ​​the vehicle 102 as surrounding information and to generate image data corresponding to the image. The detected image then includes an image of other road users. The image detection unit 108 can also be designed to detect an image sequence formed by a plurality of images that are consecutive in time and to generate image data corresponding to the image sequence.

[0041] In addition, the environment detection unit 106 includes a navigation unit 112, which is used to detect and / or provide navigation information related to the vehicle 102, such as a road map of the surroundings of the vehicle 102 or the current position of the vehicle 102 in the world coordinate system. The navigation unit 112 generates navigation data corresponding to the navigation information. The surrounding environment detection unit 106 provides navigation data, image data and / or other data as surrounding environment data.

[0042] Furthermore, the device 100 comprises an occupant detection unit 114 for detecting at least one image having an image of the vehicle driver 104. The occupant detection unit 114 is designed purely by way of example as an interior camera of the vehicle 102, which is oriented and designed to detect at least one image having an image of the vehicle interior and to generate interior image data corresponding to the image. The occupant detection unit 114 may be designed to detect an image sequence formed by a plurality of images that follow one another in time and to generate interior image data corresponding to the image sequence.

[0043] Furthermore, device 100 includes a control unit 116, which is shown purely by way of example as part of vehicle 102. Control unit 116 includes a memory area in which control unit 116 can store data and read stored data from the memory area. Control unit 116 is also designed to control at least the above-mentioned functional units of device 100 in order to carry out a method for determining a lane change recommendation for vehicle 102.

[0044] The control unit 116 includes a communication module 118 for wireless data transmission, which is used in particular for vehicle-to-vehicle communication and / or vehicle-to-infrastructure communication. Through such communication, the control unit 116 receives information from the traffic infrastructure and / or other vehicles not only about the traffic infrastructure itself but also about other traffic participants, in particular the route guidance of other vehicles, the speed of other vehicles and / or the lane change intentions of other vehicles.

[0045] exist Figure 1 In the exemplary embodiment shown in FIG. 1 , control unit 116 is further configured to control a display unit 122 of vehicle 102 . Display unit 122 is configured purely by way of example as a head-up display. Control unit 116 can control display unit 122 in order to output a lane change recommendation to vehicle driver 104 . Figure 1 In the exemplary embodiment shown in FIG, control unit 116 is furthermore designed to receive an input from vehicle driver 104 from input unit 124 of device 100 .

[0046] The control unit 116 can determine with the help of information provided by the image acquisition unit 108, the navigation unit 112 and / or the communication unit 118 whether the first lane has a lane connection to the third lane in the first direction and in the other second direction at the traffic network node located in front of the vehicle 102 in the driving direction. In addition, the control unit 116 can determine with the help of information provided by the image acquisition unit 108, the navigation unit and / or the communication unit 118 whether the vehicle 102 is located on the first lane or on the second lane. If the vehicle 102 is located on the first lane, the control unit 116 then determines whether the vehicle 102 is to pass the traffic network node in the first direction. This is done based on information provided by the navigation unit 120 about the planned route and / or the input of the vehicle driver 104 and / or by analyzing the driving direction indicator (turn signal) of the vehicle 102.

[0047] In addition, the control unit 116 determines with the aid of information provided by the image acquisition unit 108, the navigation unit and / or the communication unit 118 whether there are vehicles ahead and / or adjacent vehicles in the area between the vehicle 102 and the traffic network node, and whether the vehicle ahead on the first lane intends to turn into the third lane. The control unit 116 then determines the length of the vehicle 102 including accessories and / or loads that extend the length of the vehicle. The turning intention is determined in particular by the image acquisition unit 108 or by the communication unit 118 by vehicle-to-vehicle communication and / or vehicle-to-infrastructure communication.

[0048] In particular, control unit 116 determines a lane change recommendation from the first lane to the second lane when the length of the vehicle ahead turning from the first lane to the third lane is greater than the relative distance between the first lane in the transverse area and the first lane extending in the first direction through the traffic network node.

[0049] Furthermore, the control unit 116 can determine with the aid of information provided by the image acquisition unit 108, the navigation unit and / or the communication unit 118 whether a crossing area for pedestrians and / or cyclists to cross the third lane exists at the traffic network node and whether pedestrians and / or cyclists are present at the crossing area. Additionally, the control unit 116 can determine a lane change recommendation from the first lane to the second lane only if pedestrians and / or cyclists are present at the crossing area and in particular if it is determined that the length of the vehicle ahead turning from the first lane into the third lane is greater than the relative distance between the crossing area and the first lane extending in the first direction through the traffic network node.

[0050] Additionally or alternatively, the control unit 116 may determine the expected deceleration time in the first lane due to the vehicle traveling ahead as the first deceleration time and the expected deceleration time in the second lane as the second deceleration time. In this case, the control unit 116 determines the lane change recommendation only if the first deceleration time is greater than the second deceleration time. When determining the first and / or second deceleration time, the control unit 116 may determine the type and / or lane of the determined vehicle traveling ahead and / or the turning intention and take this into account when calculating the corresponding deceleration time.

[0051] The control unit 116 can also determine the presence of a traffic light installation at the traffic network node and check whether at least one vehicle ahead has stopped at a red light and determine its lane. Alternatively or additionally, the control unit 116 can determine the speed of the vehicle ahead on at least two lanes and take the determined speed and the determined stationary vehicle into account when determining the first deceleration time and / or the second deceleration time.

[0052] The control unit 116 may also determine the turning intention of each vehicle ahead on the first lane into the third lane and determine the length of the vehicle with the turning intention only when it has been determined that only one vehicle has the turning intention. In the case where there are multiple vehicles with the turning intention, usually the spacing between the cross-traffic area and the first lane is not enough for all vehicles to enter the area. In this case, the control unit 116 may determine the lane change recommendation without further checking.

[0053] In the case of automated driving, the control unit 116 transmits the lane change suggestion to a functional unit 120 of the vehicle 102 for autonomous driving, which functional unit in particular controls actuators, drive systems, brake systems and / or steering systems. In the case of non-automated driving, the control unit 116 outputs the lane change suggestion to the vehicle driver 104 via an output unit of a human-machine interface.

[0054] Figure 2A schematic diagram of a first traffic network node 200 with a first traffic state of a vehicle 102 is shown. The traffic network node 200 includes a one-way lane 210, which has a first straight lane s1, s1' and a second straight lane s2; s2'. The side road 220 branches to the right at the traffic network node 200 and has a third lane s3 and another fourth lane s4 along the opposite direction of travel to the lane s3. There is a traffic signal light facility at the traffic network node 200, which has a signal light L1 for the first lane s1, L2 for the second lane s2, and L3 and L4 for the transverse area 230 of pedestrians 232, 234. The vehicle 102 (own vehicle) is located on the first lane s1 and the vehicle v2 is located in front of the vehicle 102. The vehicles v1 and v3 are located on the second lane s2. The spacing between the transverse area 230 and the first lane s1 extending through the traffic network node 200 in the first direction is represented by d.

[0055] Direction arrows 240 , 242 on the lanes indicate the respective permitted directions of travel, ie, lane associations. Thus, on the first lane s1 at the traffic network node, straight driving and right turns are permitted, and on the second lane s2 only straight driving is permitted.

[0056] In the first traffic situation, the signal lights L1 to L4 are red, so that all existing road users 102, v1, v2, v3, 232, 234 must stop or remain stationary. Vehicle v2 in front of vehicle 102 on the first lane s1 flashes to the right, so there is an intention to turn right to the third lane s3.

[0057] In the illustrated traffic situation 200, control unit 116 of vehicle 102 determines the following, in particular based on image data of a camera of vehicle 102 (which captures images of the surroundings of vehicle 102, in particular of the area in front of vehicle 102, and generates corresponding image data and transmits them to control unit 116 for processing):

[0058] - whether the vehicle 102 is located on a road 210 having at least one first lane s1 extending in a first direction and at least one second lane s2 extending in the first direction,

[0059] the first lane s1 has a lane connection in a first direction and a lane connection in a further second direction to a third lane s3 at a traffic network node 200 located ahead of the vehicle 102 in the direction of travel,

[0060] - whether the vehicle 102 is located on the first lane s1 or on the second lane s2,

[0061] - if it is determined that the vehicle 102 is located on the first lane s1, whether the vehicle 102 is to pass through the traffic network node 200 in the first direction,

[0062] - whether there are preceding vehicles and / or adjacent vehicles v1, v2, v3 in the area between the vehicle 102 and the traffic network node 200,

[0063] - the turning intention of the preceding vehicle v2 on the first lane s1 to the third lane s3 and its length,

[0064] If the length of the preceding vehicle v2 turning from the first lane into the third lane is greater than the relative distance d between the transverse area 230 and the first lane s1 extending in the first direction through the traffic network node 200 , a lane change recommendation is made from the first lane s1 to the second lane s2 .

[0065] As an alternative or in addition to the image data, control unit 116 may also use for this purpose information which is transmitted to vehicle 102 by means of known infrastructure-to-vehicle or vehicle-to-vehicle communication or which is determined from map data of a digital traffic network map, for example by navigation unit 112 .

[0066] In accordance with Figure 2 In a traffic situation of , the relative distance d is less than the determined length of the vehicle v2 with the intention to turn. In addition, it has been determined that the pedestrians 232, 234 intend to cross the road in the cross-traffic area 230, so that the vehicle v2 traveling ahead will block the first lane s1 for such a long time until the pedestrians 232, 234 leave the cross-traffic area 230. Therefore, the control unit 116 determines a lane change recommendation for changing to the lane s2.

[0067] Figure 3 The following second traffic situation is shown Figure 2 At the first traffic network node 200, in the second traffic situation, the traffic lights L1 to L4 are green, so that all existing traffic participants 102, v1, v2, v3, 232, 234 can leave by car or on foot. Vehicle v2 in front of vehicle 102 on the first lane s1 turns right into the third lane s3. However, the relative distance d is not enough for vehicle v2 to completely leave lane s1, so that the following vehicle 102 must stop and wait until pedestrians 232, 234 leave the crosswalk area 230 and vehicle v2 can continue to drive on the third lane s3. Figure 3 Shown in the following Figure 2Between the first traffic situation and the second traffic situation, vehicle 102 does not perform any lane change, although control unit 116 outputs a lane change suggestion to driver 104 of vehicle 102 .

[0068] Figure 4 A schematic illustration of a second traffic network node 300 is shown with a third traffic situation of a vehicle 102. Identical elements or elements having an identical structure and / or an identical function are provided with the same reference numerals.

[0069] Traffic network node 300 differs from traffic network node 200 in that the relative distance d between the transverse area 230 and the first lane s1 extending in the first direction through traffic network node 300 is greater than in the case of traffic network node 200, wherein the length of vehicle v2 located in lane s1 determined by control unit 116 is shorter or smaller than the relative distance d. In a third traffic situation, signal lights L1 to L4 are red, so that all existing traffic participants 102, v1, v2, v3, 232, 234 must stop or remain stationary. Vehicle v2 located in front of vehicle 102 on first lane s1 signals a right turn, so there is an intention to turn right to third lane s3.

[0070] However, unlike the first traffic situation, the control unit 116 does not determine a lane change recommendation for the vehicle 102, because when the traffic lights L1 to L4 subsequently turn green, the vehicle v2 turns right onto the lane s3 and stops in front of the cross traffic area 230, and the lanes s1, s1' are also open. Therefore, unlike in the first and second traffic situations, before the pedestrians 232, 234 leave the cross traffic area 230 after crossing the road 220, the lane s1 is already vacant, and the vehicle v2 can continue to drive on the lane s3. This Figure 5 It is shown in Figure 5 The fourth traffic situation according to Figure 4 In the fourth traffic situation, the vehicle v2 has turned right and stopped in front of the cross traffic area 230 so that pedestrians 232, 234 can pass through the cross traffic area 230. Therefore, the first lane s1, s1' is vacated in front of the vehicle 102, so that it can pass the traffic network node 300 without hindrance.

[0071] Figure 6A schematic illustration of a third traffic network node 400 is shown with a fifth traffic situation of a vehicle 102. Unlike traffic network nodes 200 and 300, the third lane s3 branches off to the left from the first lane s1 at the traffic network node 400. In addition, a one-way lane 250 having lanes s5, s5' and lanes s6, s6' extends in the opposite direction relative to lanes s1, s1' and lanes s2, s2'. Therefore, in order for vehicle v2 to turn from the first lane s1 to the third lane s3, it must cross the one-way lane 250 (that is, the opposing lane). At the traffic network node 400, there are additionally traffic lights L5 for the fifth lane s5 and L6 for the sixth lane s6. Figure 6 In the traffic situation shown in , the signal lights L1 to L6 are all red. Then, the signal lights L1 to L4 are switched to green lights basically at the same time. The signal lights L5 and L6 remain red, so that the vehicle v2 with the intention to turn onto the third lane s3 (flashing signal) does not have to wait for the oncoming traffic. Therefore, the vehicle v2 can turn left directly onto the lane s3 after the signal light L1 is switched and stop in an area with a relative spacing d between the transverse area 230 and the lane edge on the left side of the lane s1 minus the width of the opposite lane 250, in order to wait until all pedestrians 232, 234 have left the transverse area 230 after passing it, and the vehicle v2 can continue to travel along the lane s3, as in Figure 7 It can be seen in the sixth traffic situation shown in FIG.

[0072] The following vehicle 102 (own vehicle) is located behind the slowly accelerating and slowly moving truck v3 in the second lane s2. The control unit 116 determines a first deceleration time for the vehicle 102 to change lanes to the lane s1 at the traffic network node 400 and a second deceleration time in the case where the vehicle 102 remains in the second lane s2. Due to the slow truck v3 in the second lane, the second deceleration time is greater than the first deceleration time, and the control unit 116 determines a lane change recommendation from the lane s2 to the lane s1 for the vehicle 102, which is output to the vehicle driver 104 or transmitted to another control unit for automatic or semi-automatic driving.

[0073] In other embodiments, the signal lights L1 to L6 are substantially simultaneously switched to green. Therefore, the vehicle v2 must let the oncoming traffic, that is, the vehicle v1, pass before turning left. Only in this way can the vehicle v2 turn and stop in an area with a relative distance d between the transverse area 230 and the lane edge on the left side of the lane s1 minus the width of the oncoming lane 250, in order to wait until all pedestrians 232, 234 can leave it again after passing the transverse area 230. Only in this way can the vehicle v2 continue to drive along the lane s3.

[0074] Figure 8 A schematic diagram of a third traffic network node 400 is shown with a seventh traffic situation of the vehicle 102, in which there is no oncoming traffic and all the signal lights L1 to L6 are switched to green at substantially the same time. Since there is no oncoming traffic, the vehicle v2 can immediately turn left and stop in an area with a relative distance d in front of the transverse area 230 without hindering other traffic, such as the oncoming traffic that follows on the lane s5. That is, the vehicle v2 cannot enter the fifth lane s5 in an impermissible manner, as in Figure 7 That is, the relative distance d is greater than the length of vehicle v2.

[0075] In all embodiments, the control unit 116 may receive the switching sequence or switching protocol of the traffic light facility via the communication unit 118 via the infrastructure-to-vehicle communication.

[0076] In accordance with Figures 1 to 7 In the exemplary embodiment described, at least control unit 116 forms device 100 for determining a lane change recommendation for vehicle 102. Control unit 116 serves as a processing unit of vehicle 102, in particular as a data processing unit. Figure 1 and 2 Elements and features shown in and mentioned in the previous description may be part of the claimed apparatus 100. Likewise, method steps described with reference to the apparatus 100 may be part of the claimed method.

[0077] Reference numerals list

[0078] 100 devices

[0079] 102, v1, v2, v3 vehicles

[0080] 104 Vehicle Driver

[0081] 106 Surrounding environment detection unit

[0082] 108 Image Detection Unit

[0083] 110 Traffic Participants

[0084] 112 Navigation Unit

[0085] 114 Occupant Detection Unit

[0086] 116 Control Unit

[0087] 118 Communication Unit

[0088] 120 functional units

[0089] 122 display units

[0090] 124 input units

[0091] 200, 300, 400 traffic conditions

[0092] 210, 250 one-way lanes

[0093] 220 Road

[0094] 230 rampage area

[0095] 232, 234 pedestrians

[0096] 240, 242 direction arrows

[0097] L1, L2, L3, L4, L5, L6 signal lights

[0098] s1, s2, s3, s4, s5, s6 lanes

Claims

1. A device for determining a lane change recommendation for a vehicle, The device has a processing unit (116) designed to determine whether the vehicle (102) is located on a road having at least one first lane extending in a first direction and at least one second lane extending in the first direction, wherein the processing unit (116) is designed to determine whether the first lane has a lane association (240, 242) to a third lane (s3) in the first direction and in a further second direction at a traffic network node (200, 300, 400) located in front of the vehicle (102) in the driving direction, wherein the processing unit (116) is configured to determine whether the vehicle (102) is located on the first lane (s1) or the second lane (s2), wherein the processing unit (116) is configured to, when it is determined that the vehicle (102) is located on the first lane (s1), determine whether the vehicle (102) is about to pass through the traffic network node (200, 300, 400) along the first direction, in, The processing unit (116) is designed to determine whether there is a preceding vehicle and / or an adjacent vehicle (v1, v2, v3) in an area between the vehicle (102) and the traffic network node (200, 300, 400), The processing unit (116) is designed to determine the turning intention and the length of the vehicle (v2) ahead on the first lane (s1) to turn onto the third lane (s3), The processing unit (116) is designed to determine a lane change suggestion from the first lane (s1) to the second lane (s2) when the processing unit (116) has determined that the length of the leading vehicle (v2) turning from the first lane (s1) to the third lane (s2) is greater than the relative distance (d) between the transverse area (230) for pedestrians (232, 234) and / or cyclists and the first lane (s1) extending along the first direction through the traffic network node (200, 300, 400).

2. The device according to claim 1, characterized in that The device comprises at least one surrounding environment detection unit (106), which is designed to detect at least one surrounding environment information related to the surrounding environment of the vehicle (102), at least about an area in front of the vehicle (102) in the driving direction of the vehicle (102), and generate surrounding environment data corresponding to the surrounding environment information, wherein the processing unit (116) is designed to process the surrounding environment data.

3. The device according to any one of the preceding claims, characterized in that The processing unit (116) is designed to detect, based on the surroundings data, whether the vehicle (102) is on the first lane (s1) or on the second lane (s2).

4. The device according to claim 2 or 3, characterized in that The surroundings detection unit is a camera (108) of the vehicle (102), which captures at least one image having an image of an area in front of the vehicle (102) and generates image data corresponding to the image, wherein the processing unit (116) is designed to process the image data.

5. The device according to any one of the preceding claims, characterized in that The processing unit (116) is designed to determine whether there is a transverse area for pedestrians (232, 234) and / or cyclists at least for crossing the third lane (s3) at the traffic network node (200, 300, 400), The processing unit (116) is designed to determine whether a pedestrian (232, 234) and / or a cyclist is present next to the transverse area (230), and The processing unit (116) is designed to determine a lane change suggestion from the first lane to the second lane (s2) when pedestrians (232, 234) and / or cyclists are present next to the transverse area (230) and it has been determined that the length of the leading vehicle (102) turning from the first lane (s1) to the third lane (s3) is greater than the relative distance (d) between the transverse area (230) and the first lane (s1) extending in the first direction through the traffic network node (200, 300, 400).

6. The device according to any one of the preceding claims, characterized in that The processing unit (116) is designed to determine the expected deceleration time on the first lane (s1) caused by the vehicle (v2) traveling ahead as a first deceleration time, and the processing unit (116) is designed to determine the expected deceleration time on the second lane (s2) and determine the lane change recommendation only when the first deceleration time is greater than the second deceleration time.

7. The device according to claim 6, characterized in that The processing unit (116) is designed to determine the type and / or lane (s1, s2) and / or the turning intention of the vehicle ahead (v1, v2, v3) when determining the first deceleration time and / or the second deceleration time, and to take into account the type and / or lane (s1, s2) and / or the turning intention of the vehicle ahead (v1, v2, v3) when calculating the corresponding deceleration time.

8. The device according to claim 6 or 7, characterized in that The processing unit (116) is designed to determine the presence of traffic light facilities at the traffic network node (200, 300, 400) and check whether at least one vehicle ahead (v1, v2, v3) has stopped at a red traffic light (L1, L2), and to determine the lane (s1, s2) of the at least one vehicle ahead, and / or the processing unit (116) is designed to determine the speed of the vehicle ahead (v1, v2, v3) on at least two lanes (s1, s2), wherein the processing unit (116) takes into account one or more determined stationary vehicles (v1, v2, v3) and / or the determined speed of the vehicle ahead (v1, v2, v3) when determining the first deceleration time and / or the second deceleration time.

9. The device according to any one of the preceding claims, characterized in that The processing unit (116) is designed to determine the turning intention of each preceding vehicle (v2) on the first lane (s1) to the third lane (s3), and to determine the length of the vehicle (v2) having the turning intention only when it has been determined that only one vehicle (v2) has the turning intention.

10. The device according to any one of the preceding claims, characterized in that The processing unit (116) is designed to determine the type of the preceding vehicle (v2) in order to determine the length, and preferably to determine whether there is an object that extends the length of the vehicle (102), wherein the length of the vehicle (102) is the total length of the vehicle (102) and the extending object.

11. The device according to any one of the preceding claims, characterized in that The first lane (s1) is a right lane, and the third lane (s3) branches off to the right at the traffic network node (200, 300), wherein the second lane (s2) extends to the left side of the first lane (s1), and wherein the processing unit (116) is designed to determine the distance between the right lane edge of the first lane (s1) and the transverse area (230).

12. The device according to any one of the preceding claims 1 to 10, characterized in that The first lane (s1) is a left lane, and the third lane (s3) branches off to the left at the traffic network node (400), wherein the second lane (s2) extends next to the right side of the first lane (s1), and wherein the processing unit (116) is designed to determine the distance between the left lane edge of the first lane (s1) and the transverse area (230), wherein the width of the opposite lane (250) is preferably subtracted from the distance to determine the relative distance (d) between the first lane (s1) and the transverse area (230).

13. The device according to claim 12, characterized in that The processing unit (116) is designed to determine whether there is an oncoming vehicle (v1) on the lane (s5, s6) of the opposing lane (250) and / or whether the traffic light facilities at the traffic network node (400) have the same signal lights (L1 to L6) for the first lane (s1) and the second lane (s2) and for the oppositely oriented lanes (s5, s6), wherein the distance between the left edge of the first lane (s1) and the transverse area (230) is determined as the relative distance between the edge of the first lane (s1) and the transverse area (230) only when it is determined that there is no oncoming vehicle (v1) or when the traffic light facilities at the traffic network node (400) have different signals for the first lane (s1) and the second lane (s2) and for the oppositely oriented lanes (s5, s6).

14. The device according to any one of the preceding claims, characterized in that The processing unit (116) is designed to determine the speed and / or possible acceleration of at least one other vehicle in front of the vehicle (102) on the first lane (s1) and / or in front of and / or beside the vehicle (102) on the second lane (s2), and to take into account the speed and / or possible acceleration of at least one other vehicle in front of the vehicle (102) on the first lane (s1) and / or in front of and / or beside the vehicle (102) on the second lane (s2) when determining the lane change recommendation, in particular, the processing unit (116) determines a first deceleration time for the first lane (s1) and a second deceleration time for the second lane (s2) based on this, wherein the processing unit (116) is designed to determine the lane change recommendation only when the first deceleration time is greater than the second deceleration time.

15. A method for determining a lane change recommendation for a vehicle, wherein by means of a processing unit (116) it is determined whether the vehicle (102) is located on a road having at least one first lane (s1) extending in a first direction and at least one second lane (s2) extending in the first direction, By means of the processing unit (116), determining whether the first lane (s1) has a lane connection to a third lane (s3) in the first direction and in a further second direction at a traffic network node (200, 300, 400) located in front of the vehicle (102) in the driving direction, By means of the processing unit (116), determining whether the vehicle (102) is located on the first lane (s1) or on the second lane (s2), When it is determined that the vehicle (102) is located on the first lane (s1), determining, by means of the processing unit (116), whether the vehicle (102) is to pass through the traffic network node (200, 300, 400) along the first direction, By means of the processing unit (116), determining whether there is a preceding vehicle (v1, v2, v3) in the area between the vehicle (102) and the traffic network node (200, 300, 400), By means of the processing unit (116), the turning intention and the length of the turning intention of the preceding vehicle (v2) on the first lane (s1) onto the third lane (s3) are determined, A lane change suggestion from the first lane (s1) to the second lane (s2) is determined with the aid of the processing unit (116) when the processing unit (116) has determined that the length of the vehicle (v2) traveling ahead turning from the first lane (s1) to the third lane (s3) is greater than the relative distance (d) between a transverse area for pedestrians (232, 234) and / or cyclists and the first lane (s1) extending in the first direction through the traffic network node (200, 300, 400).

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