Method and device for operating a motor vehicle, and motor vehicle

Abstract

The invention relates to a method for operating a motor vehicle (1), the method comprising: acquiring clustered speed data of a plurality of vehicles different from the motor vehicle along a trajectory (10) of the motor vehicle, the clustered speed data comprising speed data of a straight travel (11) and speed data of a steering travel (12); determining whether there is a steering intention of the vehicle (1); the motor vehicle (1) is controlled on the basis of the speed data of the steered travel (12) in the presence of a steering intention.

Description

Technical Field

[0001] The invention relates to a method and a device for operating a motor vehicle and to a motor vehicle having such a device. Background Art

[0002] Cluster data are currently used to control motor vehicles. However, it is not clear whether the cluster data originate from data of the steering process or from data of the straight-ahead driving, which results in an ambiguous situation. Summary of the invention

[0003] It is therefore an object of the present invention to provide an improved method for operating a motor vehicle, an improved device for operating a motor vehicle and an improved motor vehicle.

[0004] This object is achieved by the subject matter of the independent claim. Advantageous developments are given in the dependent claims.

[0005] According to a first aspect, a method for operating a motor vehicle is proposed.

[0006] Here, the method according to the present invention includes the following steps: obtaining cluster speed data of multiple vehicles different from the motor vehicle along the trajectory of the motor vehicle, wherein the cluster speed data includes speed data of straight driving and speed data of turning driving; determining whether there is a turning intention of the motor vehicle; and in case there is a turning intention: controlling the motor vehicle based on the turning speed data.

[0007] The method according to the invention is used in particular for the reference of corresponding cluster speed data which are relevant for the vehicle's straight ahead driving or for turning driving, ie only cluster speed data which substantially correspond to the expected trajectory of the motor vehicle are used as a basis for controlling the motor vehicle.

[0008] To this end, in a first step, cluster speed data of a plurality of vehicles different from the motor vehicle along the trajectory of the motor vehicle are acquired.

[0009] In particular, speed data from a plurality of vehicles other than the motor vehicle are acquired and recorded. In this case, the speed data from the respective vehicles can be transmitted to a remote computing center in order to be combined there to form group speed data. Group speed data are then available for a plurality of routes, roads or tracks and can be retrieved from the computing center when required.

[0010] In particular, cluster speed data are acquired before the current travel of the motor vehicle is controlled by the method according to the invention.

[0011] In this case, the cluster speed data includes speed data for straight driving. And speed data for turning driving. In the present case, straight driving includes staying on the current road or following the current trajectory, while turning driving includes turning from the current road to another road. In particular, straight driving does not have to be completely straight, but in particular involves no turning action. In this case, the cluster speed data for turning driving have a lower speed, in particular an average speed, than the cluster speed data for straight driving, because vehicles that leave the current road usually brake before turning, at the latest during turning, compared to vehicles that do not turn.

[0012] However, in particular no routes or tracks are stored in the cluster speed data, but only a collection of speed values, in particular average values, for a given base point on the map. It will be explained later how the travel can be precisely identified as a turn or a straight drive. The identification can take place in the remote computing center as well as in the motor vehicle itself.

[0013] In a further step, it is determined whether there is a steering intention of the vehicle.

[0014] The intention to turn is usually foreshadowed prior to the turning process and can be determined by a variety of measures, as will be explained later.

[0015] If such a turning intention is detected, the motor vehicle is controlled based on the speed data for the turning operation.

[0016] In this case, the motor vehicle is, in particular, a motor vehicle having one or more driver assistance functions, for example a cruise control function, in particular an adaptive cruise control function.

[0017] In this case, cluster data is usually used as one of the multiple sources for the driver assistance function. Other sources may include environmental sensors, such as camera devices, lidar devices and / or radar devices and / or map data, which are also used for the driver assistance function.

[0018] According to the invention, the speed data indicating the turning process are now used, in particular only the speed data indicating the turning process are used, in order to control the motor vehicle along the turning process, in particular to adjust the speed of the motor vehicle. In this case, braking is usually performed so that the motor vehicle does not prepare for the turning process too suddenly.

[0019] The method according to the invention makes it possible for one or more driver assistance functions to act in particular anticipatorily and predict a steering process in order to thus initiate a braking process that is as comfortable as possible for an occupant of the motor vehicle.

[0020] According to a development, in the absence of a steering intention, the method further comprises the step of controlling the motor vehicle on the basis of speed data for straight-ahead driving.

[0021] In particular, the absence of a turning intention can be concluded by excluding, ie, not detecting a turning intention. Alternatively or additionally, there are other possibilities for detecting the absence of a turning intention, which will also be described below.

[0022] According to this refinement, it is therefore detected that the motor vehicle should remain on the road or should remain in the current trajectory and therefore no braking is initiated. This is done by using those speed data that do not indicate a turning maneuver, in particular only using those speed data that do not indicate a turning maneuver, in order to control the motor vehicle along the turning process, in particular to regulate the speed of the motor vehicle. In this case, braking is usually not performed in order to avoid unnecessary braking of the motor vehicle when driving straight ahead.

[0023] This improved solution can ensure seamless operation of the driver assistance function. This improved solution especially avoids unnecessary sudden braking of the motor vehicle at one or more intersections or junctions. This makes safe driving especially for the following vehicles possible.

[0024] According to one development, in the case of speed data based on the steering operation, the motor vehicle is controlled based on a discontinuity in the speed data based on the steering operation.

[0025] According to this development, in particular a discontinuity is detected in that in the steering position itself there are speed data relevant for steering driving and speed data relevant for straight driving, resulting in a discontinuity.

[0026] According to the invention, starting from the steering position, only those speed data which are relevant for steering operation can now be used as a basis, so that speed control and therefore braking can be adjusted accordingly during steering operation.

[0027] According to one development, in the case of speed data based on straight ahead travel, the motor vehicle is controlled based on discontinuities in the speed data for straight ahead travel.

[0028] Likewise, according to the invention, starting from the steering position, only those speed data which are relevant for straight-ahead driving can now be used as a basis, whereby the speed control can be adapted accordingly during straight-ahead driving and therefore no braking is performed.

[0029] This development makes it possible to achieve particularly precise and therefore comfortable control of the speed of the motor vehicle.

[0030] According to one development, the differentiation between speed data for straight-ahead driving and speed data for turning driving is based on a comparison of a road class for straight-ahead driving and a road class for turning driving.

[0031] In particular, the speed data obtained along the first trajectory are compared with the speed data obtained along the second trajectory, a distinction being made as to whether the road along which the second trajectory runs is of a different type than the road along which the first trajectory runs.

[0032] For example, the road extended by the first trajectory is a main road, which generally allows a maximum speed of 70km / h or 100km / h, while the road extended by the second trajectory is a branch road in a residential area, which generally allows a maximum speed of 30km / h or walking speed.

[0033] This development makes it possible to achieve a particularly precise differentiation of the speed data.

[0034] According to one development, the speed data for the straight-ahead driving and the speed data for the steering driving are differentiated based on a comparison of the curvature angle of the straight-ahead driving and the curvature angle of the steering driving.

[0035] In particular, the speed data obtained along the first trajectory are compared with the speed data obtained along the second trajectory and a distinction is made here as to whether the curvature of the second trajectory is more or less curved than the curvature of the first trajectory.

[0036] For example, the first track extends along a curvature of 0° to 5°, while the second track extends along a road along which the curvature is 85° to 95°.

[0037] This development makes it possible to achieve a particularly precise differentiation of the speed data.

[0038] According to one development, the speed data for the straight-ahead driving and the speed data for the turning driving are differentiated based on a comparison of target speeds for the straight-ahead driving and the turning driving.

[0039] In particular, the speed data obtained along the first trajectory are compared with the speed data obtained along the second trajectory, a distinction being made as to whether the speed along the second trajectory is greater or less than the speed along the first trajectory.

[0040] This development makes it possible to achieve a particularly precise differentiation of the speed data.

[0041] In particular, the speed data for straight driving and for turning driving are determined or performed in three stages, wherein firstly the road categories for straight driving and turning driving are compared, then the curvature angles for straight driving and turning driving are compared, and then the target speeds for straight driving and turning driving are compared.

[0042] According to one development, the steering intention is determined based on an actuation of a motor vehicle function by a driver of the motor vehicle.

[0043] The actuation of a motor vehicle function includes, in particular, the actuation of a turn signal in the direction of the turn lane and / or the movement of the motor vehicle in the direction of the turn lane and / or the positioning of the motor vehicle in the turn lane, for example by actuating a steering device.

[0044] On the other hand, the absence of a turning intention is detected in that the turn signal is not actuated, in particular not until a certain point before the turn road, and / or the motor vehicle itself is situated and / or oriented away from the turn road.

[0045] This refinement allows the steering intention to be detected particularly precisely.

[0046] According to one development, the turning intention is determined based on active route guidance of the motor vehicle.

[0047] In particular, in this development, route guidance to the destination is active, to which the driver assistance function has access and from which a turn or no turn can be determined, for example because the route guidance sets and / or predicts a turn.

[0048] Likewise, it can be determined that there is no intention to turn, for example because the route guidance does not set and / or predict a turn but instead remains on the current route.

[0049] This refinement allows the steering intention to be detected particularly precisely.

[0050] According to one refinement, the turning intention is determined based on active platooning of the motor vehicle with a vehicle ahead.

[0051] In this development, the motor vehicles are driven in a convoy of at least two motor vehicles connected or in contact with one another. This can be achieved, for example, by Car2X communication, in particular Car2Car communication, wherein the current motor vehicle follows the motor vehicle in front and turns itself or displays a turning intention that is recognizable by the current motor vehicle, for example by actuating a turn signal.

[0052] In the same way, the absence of a desire to turn can also be determined.

[0053] This refinement allows the steering intention to be detected particularly precisely.

[0054] According to one development, the steering intention is determined based on the current position of the motor vehicle on the road.

[0055] In particular, it is possible to determine on which side of the road or lane the motor vehicle is located by means of position data, for example by means of GPS and / or GNSS sensors. Likewise, camera data can be used for this purpose.

[0056] In the same way, the absence of a desire to turn can also be determined.

[0057] This refinement allows the steering intention to be detected particularly precisely.

[0058] In particular, the turning intention is determined in the following order: First, the turning intention is determined based on the actuation of a motor vehicle function by the driver of the motor vehicle. If this cannot be determined, the turning intention is determined based on the active route guidance of the motor vehicle. If this cannot be determined either, the turning intention is determined based on the active platooning of the motor vehicle with the vehicle ahead. If this cannot be determined either, the turning intention is determined based on the current position of the motor vehicle on the road.

[0059] For use cases or application situations that may occur in the method and are not explicitly described here, it can be provided that according to the method an error message is issued and / or a request for user feedback input is issued and / or standard settings are set and / or a predetermined initial state is set.

[0060] According to another aspect, a device is provided. The device may have a data processing device or a processor device, which is set up to perform an embodiment of the method according to the invention. The device is particularly designed to communicate with a user and a human user terminal and make it perform a single or multiple steps of the method as described above.

[0061] For this purpose, the processor device may have at least one microprocessor and / or at least one microcontroller and / or at least one FPGA (field programmable gate array) and / or at least one DSP (digital signal processor). In particular, a CPU (central processing unit), a GPU (graphics processing unit) or an NPU (neural processing unit) can be used as a microprocessor. In addition, the processor device may have a program code, which is set up to execute an embodiment of the method according to the invention when implemented by the processor device. The program code can be stored in a data memory of the processor device. The processor device can be based on at least one circuit board and / or at least one SoC (system on chip), for example.

[0062] According to another aspect, a motor vehicle comprising such an arrangement is provided.

[0063] The motor vehicle according to the invention is preferably designed as a motor vehicle, in particular a passenger car or a commercial vehicle, or as a bus or a motorcycle.

[0064] As another solution, the present invention also includes a computer-readable storage medium, which includes a program code, which makes it perform an embodiment of the method according to the present invention when executed by a computer or a computer network. The storage medium can be provided at least in part as a non-volatile data memory (e.g., as a flash memory and / or as an SSD solid state drive) and / or at least in part as a volatile data memory (e.g., as a RAM random access memory). The storage medium can be arranged in a computer or a computer network. However, the storage medium can also be run on the Internet, such as as a so-called application store server and / or a cloud server. A computer or a computer network can provide a processor circuit with, for example, at least one microprocessor. The program code can be provided as a binary code and / or an assembly code and / or a source code and / or a program script (e.g., Python) of a programming language (e.g., C).

[0065] The present invention also includes combinations of features of the described embodiments. Therefore, the present invention also includes implementations that respectively have a combination of features of a plurality of the described embodiments, as long as these embodiments are not described as mutually exclusive.

[0066] With regard to embodiments of the device, the motor vehicle and the storage medium and the associated advantages, reference is made to the embodiments of the method described above and the associated advantages. BRIEF DESCRIPTION OF THE DRAWINGS

[0067] The following describes an embodiment of the present invention.

[0068] Figure 1 A schematic top view of an embodiment of a method and a device for operating a motor vehicle is shown. DETAILED DESCRIPTION

[0069] The embodiment set forth below is a preferred embodiment of the present invention. In the embodiment, the described parts of the embodiment are corresponding independent features of the present invention, which can be considered independently of each other and also correspondingly improve the present invention independently of each other. Therefore, the present disclosure is also intended to include the combination of the features of the embodiment except those shown. In addition, the described embodiment can also be supplemented by other features in the described features of the present invention.

[0070] In the figures, the same reference numerals respectively denote elements with the same function.

[0071] Figure 1 The schematic diagram shows an embodiment of a method and a device 100 for operating a motor vehicle 1. In this case, the device 100 is included in the motor vehicle 1 and is designed to carry out the method steps described below.

[0072] The device 100 is designed to acquire cluster speed data of a plurality of vehicles different from said motor vehicle along a trajectory 10 of the motor vehicle 1 .

[0073] Here, the cluster speed data includes speed data of the straight driving 11 and speed data of the turning driving 12 .

[0074] The device 100 is designed to determine whether there is a turning intention of the vehicle 1 .

[0075] The device 100 is also designed to control the motor vehicle 1 based on the speed data of the steering operation 12 when a steering request is present.

[0076] The device 100 is also designed to control the motor vehicle 1 on the basis of the speed data for the straight-ahead travel 11 when there is no steering intention.

[0077] The device 100 is also designed to control the motor vehicle 1 on the basis of discontinuities in the speed data for the straight ahead travel 11 and / or the speed data for the turning travel 12 .

[0078] Here, the speed data of the straight-ahead driving 11 and the speed data of the turning driving 12 are differentiated based on a comparison of the road type of the straight-ahead driving 11 and the road type of the turning driving 12 .

[0079] The differentiation of the speed data for the straight-ahead travel 11 and the speed data for the turn travel 12 is also based on a comparison of the curvature angle of the straight-ahead travel 11 and the curvature angle of the turn travel 12 .

[0080] The differentiation of the speed data for the straight-ahead driving 11 and the speed data for the turn driving 12 is also based on a comparison of a target speed for the straight-ahead driving 11 and a target speed for the turn driving 12 .

[0081] In this case, the steering intention is determined based on the actuation of a motor vehicle function by the driver of motor vehicle 1 .

[0082] The turning intention is also determined based on active route guidance of motor vehicle 1 .

[0083] The determination of the turning intention is also based on active platooning of the motor vehicle with a leading vehicle (not shown).

[0084] The turning intention is also determined based on the current position of the motor vehicle on the road.

[0085] Overall, these examples demonstrate that methods can be provided to generate selectable cluster velocities at branches, select relevant trajectories, and adjust based on discrete cluster velocity trends.

Claims

1. A method for operating a motor vehicle (1), comprising: - obtaining cluster speed data of a plurality of vehicles different from the motor vehicle along the trajectory (10) of the motor vehicle, wherein the cluster speed data comprises speed data of straight travel (11) and speed data of turning travel (12); - determining whether there is a turning intention of the vehicle (1); In the event of a steering intention: controlling the motor vehicle (1) based on the speed data of the steering movement (12).

2. The method according to claim 1, characterized in that The method further comprises: In the absence of a steering intention: controlling the motor vehicle (1) based on speed data for straight-ahead travel (11).

3. The method according to any one of the preceding claims, characterized in that In the case of speed data based on the turning travel, the motor vehicle (1) is controlled based on the discontinuity of the speed data of the turning travel (12).

4. The method according to any one of the preceding claims, characterized in that The speed data of the straight-ahead driving (11) and the speed data of the turning driving (12) are differentiated based on a comparison between the road type of the straight-ahead driving (11) and the road type of the turning driving (12).

5. The method according to any one of the preceding claims, characterized in that The speed data of the straight-ahead driving (11) and the speed data of the turning driving (12) are differentiated based on a comparison of the curvature angle of the straight-ahead driving (11) and the curvature angle of the turning driving (12).

6. The method according to any one of the preceding claims, characterized in that The speed data of the straight-ahead driving (11) and the speed data of the turning driving (12) are differentiated based on a comparison between a target speed of the straight-ahead driving (11) and a target speed of the turning driving (12).

7. The method according to any one of the preceding claims, characterized in that The steering intention is determined based on the actuation of a motor vehicle function by the driver of the motor vehicle (1).

8. The method according to any one of the preceding claims, characterized in that The turning intention is determined based on active route guidance of the motor vehicle (1).

9. A device (100) for operating a motor vehicle (1), the device (100) being designed to carry out a method according to any one of the preceding claims.

10. A motor vehicle (1) comprising a device (100) according to claim 9.

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